One of the most anticipated R35 Nissan GT-Rs came courtesy of the top dog of Japanese GT-R tuners – Mine’s. After producing their uber-quick R34 Nissan Skyline GT-R a few years back, Mine’s dove straight into the R35 GT-R. Their latest 2011 model year GT-R demo car is the culmination of all their R35 GT-R tuning prowess, with all of the performance and none of the overweight excess of other tuners.

Mine’s also used the 2011 Tokyo Auto Salon show to showcase their Super Response Complete Engine program, which was on display both inside and outside of this GT-R. Custom built in-house by Mine’s, the Super Response Complete Engine is a VR38DETT that has been torn apart, hand built, and fit with new pistons and connecting rods. The setup will run you between $30,000-$50,000. Adding on the upgraded turbocharger kit will run you an extra $5,000-$10,000. That’s a pretty big hit on the wallet, this is real life, not Gran Turismo, but the engine produces almost 800hp in this GT-R with supposedly smooth drivability.

Mine’s also took a significant amount of weight out of the portly R35 Nissan GT-R with the aid of carbon fiber. Lots and lots of carbon fiber. The lightweight composite has been used in the hood, trunk, doors, and wing, shedding weight. Mine’s also took the less flashy approach by color-matching the carbon fiber pieces, leaving carbon visible only in the minor body accents. Matched with Mine’s distinctively subtle gray stripe and signature logo, this GT-R is sure to surprise more than a few Ferraris and Vipers.

Although this GT-R is built as a tuned street car, Mine’s has added a few elements for track speed. Three-way Sachs dampers, higher-temp brake pads, lightweight RAYS Engineering wheels, and sticky Potenza RE070R tires all help this Nissan out at the track. If Mine’s past Skylines and GT-Rs are any indication, this 2011 GT-R should be wickedly fast and still surprisingly comfortable. That’s the magic combination.

SPECS

Engine (VR38DETT): 800ps @ 6,300RPM, 100kg-m @ 4,600RPM – Mine’s Super Response Complete Engine (pistons, connecting rods), turbocharger kit, Spec-X 6.0 kit (Mine’s VX-ROM Type-X ECU, turbo wastegate actuators, boost controller, HKS spark plugs), 800cc/min fuel injectors, high-flow throttle system, suction pipe kit, intercooler hard pipe kit, VX air filter, racing Silence-VX Pro Titan III exhaust, and Super Catalyzer II

Drivetrain: Mine’s prototype clutch

Suspension: Mine’s ESTA Full Spec Suspension III coilovers (Sachs 3-way dampers, Hyperco springs) and front/rear stabilizer bars

Brakes: Mine’s prototype brake pads

Wheels: RAYS VR G12, 20×10-inch +30 (F), 20×11-inch +15 (R)

Tires: Bridgestone Potenza RE070R, 255/40/20 (F), 285/35/20 (R)

Exterior: Mine’s carbon fiber Type II front lip spoiler, Type II hood, Type I trunk, carbon rear wing, carbon doors, carbon bumper protector, side steps, carbon engine cover, carbon fiber antenna cover, quad-light tail illumination kit, and carbon mirror surrounds

Interior: Stock

Sandwiched into a busy Tokyo city block is a fairly nondescript glass-lined building, the headquarters of Nissan Motorsports International, otherwise known as Nismo. Nismo’s Super GT racing team, Omori Factory customer service center, parts development team, and main office are all housed in this complex.

Photo by Chris Jue

From the industrial gray to the square, business-like architecture, Nismo HQ screams Japanese office professionalism. Aside from the Nismo logos, there’s little fanfare on the outside of the building to alert you to what lies within.

The simple title on the outside buoys a block that features such common Tokyo accoutrements as a train station, multitude of vending machines, twisting expressway and a series of restaurants, all featuring whimsically colorful and enticing menus. We’re sure that not a single soul bats an eye when the trucks come in to shuttle the Super GT racecars to their next race.

Stepping through the front door, we catch a glimpse of the current Nismo lobby piece, the #32 R390 that fought it out at Le Mans in 1998. Sitting in front of a wall adorned with Nismo’s racing medals, the R390 wears all of its battle scars still, a testament to the gritty, real world look that should be on any real racing machine.

Directly to the right of the R390 is the entrance to the Omori Factory. Open to the general public, the Nismo Omori Factory gains its name from this particular building’s location in the Omori district of Tokyo, the birthplace of film director Akira Kurosawa.

The Omori Factory is a full service maintenance, upgrade, and retail shop run fully by Nismo. You can bring in your Nissan vehicle for an oil change (with more Nismo Veruspeed oil than you’ll ever see sitting in one place) or a clutch upgrade and be sure that Nismo technicians did the work correctly.

During our visit, a new Nissan 370Z sat on a lift, shadowed by a limited run R34 Skyline GT-R Z-Tune.

Photo by Chris Jue

Customers wait for their cars in a simple, neatly appointed lobby area, complete with a large glass viewing window that allows them to scrutinize the Nismo mechanics at work. The lobby also happens to sell every manner of Nismo product. Silvia and Stagea-specific magazines sit next to shift knobs, turbochargers, gauge clusters camshafts and steering wheels.

Parts that would require an eight-month wait in the US, and almost as much time to pay off, sit idly by for sale. Nismo employees, accustomed to seeing these parts day in and day out, don’t seem to understand when we explain to them the rarity of these pieces in the US.

The actual shop floor is small by American standards, featuring only a few two-posts lifts and little space for anything else. But, like many things Japanese, what available space there is has been maximized to the limit.

Snap-on roller chests are flanked by HKS and Nismo boxes, with bright lights overhead mirroring off of the ultra-clean epoxy floor. Multiple receptacles exist for every conceivable waste and not even a single stain or drop of oil can be found on the ground. If only such places existed in the US.

<<< Continue to Nissan Heaven – Nismo Omori Factory – Part 2 >>>

Porsche’s most powerful and expensive 911 models usually capture the limelight; cars such as the 911 GT2 RS, Turbo, and GT3. But in the real world, even Porsche owners have to watch their wallets.

Visit any number of Porsche tuning shop and you’ll see more Boxsters and Caymans getting aftermarket goodies than 911 Turbos. In club racing, the Spec Boxster and 944 Spec fields are larger than any assortment of GT3 Cup cars. Gearheds enjoy Porsche technology and cars but often find that they’d rather be tuning a cheaper Cayman model than barely driving their Turbo S.

Porsche Cayman R at LA Auto Show

Porsche recently added to the fire with the debut of the Cayman R at the Los Angeles Auto Show. Even more sports oriented than the Cayman S model, the rear-wheel drive Cayman R is Porsche’s most hardcore mid-engine model.

With a 3.4-liter inline-six engine behind the driver, the Cayman R produces 330hp (10hp more than the Cayman S) and can reportedly do 0-62mph in 5-seconds flat. The Cayman R comes with a six-speed transmission and an optional seven-speed dual-clutch PDK transmission. Both versions are rear-wheel drive.

Although the slight 10hp difference doesn’t seem tomake up for the Cayman R’s $66,000 MSRP, Porsche claims that the engine differnece is about more than just power, with a lighter rotating assembly and revised ECU control allowing for faster revs.

Helping with acceleration as well is the reduction of about 120 lbs of weight. This was accomplished by removing the air conditioning, radio, instrument cluster cover, cupholder, using aluminum doors, and different door panels. The Cayman R also comes with GT3 RS-esque door handle straps.

10hp+ and 120 lbs lighter than the Cayman S

The Cayman R also has different body work, a 20mm reduction in ride height, and lightweight 19-inch wheels. A lithium-ion lightweight battery is an option.

We don’t expect too many people to plunk down extra cash to get less options out of their Cayman purchase but the R is an interesting factory concept. For those original OEM purists and collectors, it’s an attractive buy. For others, we bet they’re just eyeing which Cayman R parts to add to their standard models.

From Porsche:

The Porsche alphabet reserves the letter R for very special sports cars: R for responsive and refined – but most especially for racy. The new Cayman R combines all these attributes without compromise. The mid-engine Coupé is lighter and more powerful than the Cayman S and therefore quicker and more efficient, and is designed purely for driving dynamics. With its specially adapted sports chassis, it provides an even more precise driving experience than the Cayman S.

Cayman R 3.4-litre six-cylinder engine with 330 hp (243 kW);rear wheel drive; six-gear manual transmission, optional seven-gear Porsche double-clutch transmission (PDK);acceleration 0 – 100 km/h (62 mph) in 5.0 seconds, 4.9 seconds with PDK; top speed 282 km/h (175 mph), 280 km/h (174 mph) with PDK; fuel consumption (NEDC) 9.7 l/100 km (3.43 gallons imp. per 100 miles), 9.3 l/100 km (3.29 gallons imp. per 100 miles) with PDK.

The main aim during the design of the Cayman R was to improve the two-seater even further in its performance, driving dynamics and agility through consistent weight reduction. Overall, the vehicle weight of the Cayman R was reduced by 55 kilograms to a DIN empty weight of 1295 kilograms compared with the Cayman S. This means that the Porsche engineers were able to reduce the power-to-weight ratio of the Coupé with standard manual transmission to 3.9 kilograms per horsepower, and the PDK version has 4.0 kilograms per horsepower.

The largest savings were achieved through the use of lightweight components and doing without convenience fittings. For example, the series version is not fitted with an air conditioning system or radio, which results in 15 kilograms less vehicle weight. On the bodywork side, a further 15 kilograms was saved through the use of aluminium doors as used in the 911 Turbo. Light sports bucket seats do not just improve the driver’s side support in bends, but they also contribute to a further weight reduction with a saving of around 12 kilograms compared with the conventional seats used in the Cayman S. The reduced door trim without storage compartment and with door opening strap, dispensing with the instrument cluster cover and the cupholder in addition to a wide range of minor measures round off the lightweight package.

As for the 911 GT3/GT3 RS and Boxster Spyder, an optional lithium-ion lightweight construction battery is also available. In addition, the top model in the mid-engine Coupé is equipped with the lightest 19 inch wheels the entire Porsche program can offer. The 10 spokes are so finely designed – but still extremely robust – that the complete rim set only weighs 40 kilograms.

The Cayman R’s purpose and purist character can be seen at first glance. The extended silhouette of the bodywork, which has been lowered by 20 millimetres compared to the Cayman S, combined with the distinctive fixed rear spoiler, the high-quality silver-painted wheels and numerous sporting emphases in both the interior and exterior ensures an individual appearance. The exterior mirrors together with the “PORSCHE” lettering on the side, the lateral air intakes and the rear spoiler top section – in contrasting black or silver, depending on external colour –, in addition to the black-framed headlights take design cues from the classical Porsche racing cars.

Precisely this “PORSCHE” lettering was the trademark of the first Porsche with the “R” designation, the 911 R of 1967. It was created for racing sport use in a small series of 19 cars for a small circle of top private drivers and, of course, for the company itself. The “R” was a prototype based on the series Coupé with a 210 horsepower Carrera 6 engine and, thanks to its many plastic components and extremely sparse fittings, weighed only 830 kilograms. The 911 R demonstrated its stability and speed on the 84-hour “Marathon de la Route” on the Nürburgring in 1967, where Porsche used the race as a welcome endurance test for a new series component: Vic Elford, Hans Herrmann and Jochen Neerpasch won in a 911 R fitted with the new Sportomatic transmission. The successes cumulated. Entered by the factory, the 911 R was also a winner during the “Tour de France” driven by Gérard Larrousse in 1969.

The annual SEMA Show is coming soon (as in next Monday) to the Las Vegas Convention Center and OR will be there to bring you live daily updates from the show floor.  A trade show open only to industry vendors, manufacturers, and media, the SEMA Show is the place for aftermarket companies to release their latest parts, programs, and display vehicles.

OR will be onsite all week in Sin City, with Duane Uyeda and Joey Leh bringing you daily photos of the latest released parts and cars in addition to our regular video updates. Video host Ed Ng will making the rounds with manufactuers to get the inside scoop on the latest cars and technology. We hear there will be some great new products and cars this year and Ed might have a few special interview stops in store for you, our readers.

The show kicks off next week but we here are  few of the cars that will be present:

Lexus CT200h F Sport Concept – pointing towards the new factory parts to come out for the hybrid sport CT200h

Lexus GS450h by 0-60. The hybrid sport sedan has been given a major kick in the pants by the print boys, becoming an almost overboard road racer-look 4-door.

Lexus LFA. Not new news but the LFA is making another show appearance because its 552hp, exoticly limited production, and Lexus likes to keep it around. Go figure.

Scion is also set to have a stretched-out limo xB, an updated version of the successful xD 2WD rally car, and a GReddy turbo-equipped 2011 Scion tC. In a different turn from the Subaru world, Crawford Performance will also be debuting their new time attack 2011 Scion tC. Look for it next year.

Crawford Performance Time Attack Scion tC

When it comes to 240SXs, a limited-slip differential is a must. Look at it this way – when a S13 or S14 (or any rear-drive car, really – Ed.) goes around a corner, its rear wheels travel in two different arcs and thus the two wheels are moving at different speeds.

With an open differential, the same amount of torque is distributed to both wheels at all times and as you corner harder and one tire begins to lose traction, that tire will go up in smoke and continue to do so unless you ease off the gas.

As the tire spins into dust, that wheel is exhibiting a much higher wheel speed than the wheel opposite of it. The problem with this is that the non-spinning wheel, the one with grip, will ultimately be fed the same low amount of torque that the spinning wheel is capable of holding.

A limited-slip differential limits the difference in wheel speed between the drive wheels by diverting torque from the spinning wheel over to the non-spinning wheel. This allows you to take advantage of a greater overall level of grip and to play more with the slip angle of the rear tires, allowing a driver to easily play with the balance of the car using the throttle.

For the best balance and power application, you’ll want a LSD that is responsive and provides a smooth, easy breakaway at the limit. For 240SXs, some of the best parts are made by Nissan’s own racing division – Nismo.

Enter the adjustable, clutch-type Nismo GT L.S.D Pro, distributed in the US by engine parts manufacturer Tomei. Clutch-type LSDs work by using springs that apply an “initial torque” to the clutch plates found within the LSD itself.

As one wheel begins to spin more than the other, it locks the clutches together, transferring power to the opposite wheel.  A higher initial torque value or tighter clutch pack will allow less speed differential between the wheels, locking the wheels together sooner. Drifters will often use a higher initial torque value than road racers as they actually want their cars to kick out soon after applying the gas during cornering.

Unique on the market, the GT L.S.D. Pro features an externally adjustable initial torque setting. The standard Nismo GT L.S.D. makes use of 20 clutch plates to help smooth over the locking transition. The GT L.S.D. Pro then adds three grooves of different depth to its pinion mate shaft, which is connected externally to a 19mm head.

By unbolting the right side axle and popping off the stub axle, a ratchet and socket can be inserted to turn the pinion mate shaft left (47.0 lb-ft initial torque), center (61.5 lb-ft), and right (101 lb-ft). With this capability, the LSD can be set trackside to compensate for power, tires or even the difference between a drift day and a track day. This level of fine-tuning, for changes in parts and conditions, is not normally found in a LSD.

SR Motorcars in Gardena, CA handled the Nismo LSD install and it dropped right in without any trouble, although it was all too easy to be found playing with the external adjustment of the LSD. Impressively, the Nismo kit is all-inclusive. In the box was the LSD, fluid, pumpkin cover gasket, side bearings, new ring gear bolts, and axle stubs.

The LSD uses pure synthetic 80W-90 gear oil, which isn’t too common at the local Pep Boys. Be sure to have another jug on hand for a change following initial break-in. Nismo suggests a break-in of 186-miles at no more than 37mph.

The only downside, of course, to a kit of this caliber is the price. There are much cheaper LSDs on the market for the 240SX but these other kits don’t include everything you’ll need and often come with compromises such as noise or poor grabbing characteristics across the clutch faces. Chatter, clanking and noise-free, the GT L.S.D. Pro has proven to be quite the usable street LSD.

We set our GT L.S.D. Pro to the low setting, in order to soften the rear breakaway characteristics for track use, and hit Buttonwillow Raceway in our tester S13 240SX fastback. Our test car was equipped with a 200whp SR20DET, TEIN coilovers, Carbotech XP8 brake pads, and Michelin Pilot Sport Cup tires.

Compared to the test car’s original clutch-type LSD, the Nismo GT L.S.D. Pro was by far smoother on acceleration and provided great feedback to the rear end’s behavior leaving corners. Compared to the OEM viscous LSD, the Nismo GT L.S.D. Pro goes lap after lap, instead of overheating and failing to finish an entire run session. If our car made more power, the difference in endurance and torque handling would be even more immediate.

After trying out the LSD, we have to say that the low setting is highly recommended for all you non-drifters out there, on account of the S13 chassis’ notorious abundance of rear anti-squat geometry. At the higher settings, the LSD will break away sooner on corner exit, making the driver wait longer before being able to hit the gas. Of course, the higher lock also makes it easier to break the rear loose and keep it that way during drifts.

After another 550-miles on the car, we’ve only experienced the slightest of clunking when the car is cold and warming up. But once up to temperature, there is nothing from the LSD but glorious throttle steering. Faster and more fun? Works for us – just be sure to save up those pennies.

Contact
Tomei USA
www.tomeiusa.com

Like a good set of tires, drivetrain is an often-overlooked area of car tuning. Many obsess over blowers, exhausts and wheels but when it comes time to get that project buttoned up, the cheapest clutch kit is usually shoved in.

Or, more often than not, the stock clutch is pushed to the ragged edge and subjected to 400 lb/ft more torque than it was ever designed for.

Being cheap and getting too light of a clutch is a surefire way to shorten the life of your clutch kit and reduce the efficiency of your car. Besides having to live with poor pedal feel and the possibility that something will go wrong, meaning the transmission will have to be pulled again, using a cheap clutch can actually leave acceleration power on the table. Who wants that?

Remember, all the power in the world is a great thing but it still has to get to the pavement. To complement a high-powered engine, you’ll want a clutch kit that has more than enough holding power, good pedal feel (if driven on the street), smooth engagement and a lighter weight. With all these elements in place, a car can accelerate and decelerate faster using the same amount of power.

The key is the fact that the clutch and flywheel are solidly bolted to the engine’s crankshaft at all times. The clutch and flywheel combo will always spin around at the same RPM that your engine is reading. By pressing in the clutch pedal and moving the gear lever, you’re actually engaging and disengaging the transmission’s input into the engine.

16lbs lighter than stock

It’s simple enough to guess that a lighter clutch and flywheel is easier to spin up to a certain RPM since it weighs less. This is the reason for the massive popularity of lightweight aluminum flywheels; they can get you tenths in the quarter-mile with their reduction in weight.

And since the force required to spin a clutch depends on mass and clutch size, a smaller clutch should also aid with acceleration. It’s the same principle behind using lightweight forged wheels versus big, heavy chrome rims.

Taking rotating mass out of your drivetrain with carbon fiber driveshafts, lightweight clutches and small wheels has been done for years. But to find out how effective it really is we hit the four-wheel dyno at Tuning Technologies in Colton, California.

Alfred, Jen and the TT crew opened up their facility for us to test the SPEC Clutch Mini Twin kit on the M1 Fabrication & Development 2005 Mitsubishi Lancer Evolution VIII. This Evo has seen some heavy track use in NASA Time Trial competition and we decided to test the stock and SPEC clutches back to back. A custom GT30R turbo kit has been fitted to the M1 Evo VIII and 420whp is available at a low boost setting of 22psi.

The SPEC Mini Twin clutch kit offered both of the elements that we were looking to test gains from, a smaller size and a lighter weight. Rated to hold 800 lb/ft of torque, the SPEC clutch kit came with an aluminum flywheel 7lbs lighter than stock (8.5 versus 15.5 lbs) and was 16lbs lighter in total than all the factory parts. This is even counting the SPEC hydraulic throwout bearing that converts the clutch from a pull-type to a push-type for more reliable operation.

With aftermarket clutches there are a few ways to increase holding power and torque capacity but each have their downsides as well. Some of the most common include different friction material (better heat resistance but minimal holding power gains), a stronger pressure plate (stiffer pedal to push down) and swapping to multiple discs (expensive and could be noisy from internal rattling).

The SPEC Mini Twin clutch uses two clutch discs with what is basically another flywheel sandwiched between them. This gives more surface area than just one clutch and thus more holding power with minimal pedal stiffness.

Pedal feel with the SPEC twin-plate clutch is noticeably light and short and the engagement is much sharper than with the factory clutch. Without as much mass on the flywheel to help launch the car, this kit is designed for road racing and track use, not for drag racing.

The clutch needs to be slipped with plenty of revs to keep going and is pretty easy to stall. You get used to it and this unit can be used in a street car but it’s not exactly street friendly with an OEM feel. This is a real racing unit. SPEC does offer more street friendly units but this racing-style clutch is the best option for us to be able to test the difference in rotational mass.

First up, we dyno the GT30R’s fury against the stock clutch setup. This combo has overheated and slipped on track at Buttonwillow Raceway, proving the low capacity of the stock parts. Next, Tuning Technologies completed an amazing 4.5-hour clutch swap. That may seem really long to some of you but remember, this isn’t a Honda Civic. An Evo clutch install is an ordeal and could easily take twice as long.

The SPEC clutch was then given a full solid day of driving for break in and then the M1 Evo was put back on the same dyno. Both dyno runs used the same exact Tuning Technologies ECU tune and boost level. We measured the same exact atmospheric conditions except for a 2-degree F increase in air temp for the SPEC testing.

Dyno testing reveals the time difference required to reach a specific torque out put. The lighter SPEC system is faster past 3,000 rpm.

The results are eye opening, with the lighter and smaller SPEC twin-disc clutch kit allowing the Evo’s engine to rev faster and easier, hitting peak boost and making power sooner. Where the stock parts allow the Evo to reach 300 lb/ft of torque in about 5.2-seconds, the SPEC clutch hits that same amount in only 4.5-seconds. We measured almost a half second difference from stock for the Evo to reach the 350whp mark and once peak boost is reached, the SPEC clutch helps free up power all the way to the top.

It took almost an entire second less for this Evo to reach the 300 lb/ft mark during a single dyno run. Think about when this car goes out for a track session. Imagine how many times the car must enter braking zones, hit apexes and then accelerate out of a corner. Multiply all that acceleration by the time gained here and you’ll see the advantages of reducing rotating weight and having a lightweight clutch.

Races are won or lost by fractions of a second, we have that here already in a single dyno run and this clutch won’t slip at all on track. Sometimes going faster isn’t just about adding power. Sometimes it’s about maximizing what you already have.

Sources
Spec Clutch
(800) 828-4379
www.specclutch.com

Tuning Technologies
(909) 783-1200
www.tuningtechnologies.com

M1 Fabrication & Development
(714) 671-0077
www.m1fd.com

The new ProRacer ECON promises to optimize combustion with a stronger spark and boosts up the ignition system.  The ECON is designed to increase torque, improve gas mileage and clean exhaust emissions (less CO and HC) by supplying up to 130% higher voltage (when compared to OEM).

It is also recommended for cars with heavy electrical usage to stabilize the voltage supply.  The ECON can be used with either distributor style single coils or the newest direct ignition systems.

Plug and play harnesses exist for easy installation into vehicles ranging from the Honda Civic to Lexus IS to Scion xA. Universal installation is, of course, possible.

In a test by Japanese car magazine Carview, the ECON achieved a torque gain on the dyno with a Toyota Estima and increased on-track MPG when used with a FD2 Honda Civic Type-R.

“As a result of chassis dynamo test measured with a Toyota Estima with actually the ECON was installed, it achieved the torque gain in the entire range from low to high rpm.

Also, we got a result that fuel consumption was decreased from the race track lapping test performed by a racing car (FD2 Civic Type-R).

The test was occurred with keeping same lap times, not comparing the difference of lap times.  By this test, we can see how much margin to secure the engine performance by installing the ECON.”

With all the talk recently about “green” and efficiency, we’ll take the opportunity to put the ProRacer ECON to the test and see if torque output and MPG can both be increased with a simple plug-n-play device. Check back soon for the results.

MSRP:  $350.00, plug-n-play harness sold separately $150.00

Contact
5ZIGEN USA, INC.
(310) 608-5575
www.5zigenusa.com

Their new X-large Type 29 R-Spec Intercooler Kit features a lengthy name and a huge 302mm x 710mm x 115mm core. That’s a whopping 12-in. by 28-in. by 4.5-in. for those Americans in the crowd. GReddy claims that this unit is ideal for GT-Rs pushing more than 900hp and the upper grille remains open for proper engine cooling. The four end tanks are all specially designed 3-piece units for smooth flow.

The intercooler kit also includes two 40mm Type-RZ blow-off valves, polished aluminum piping, silicone hoses, clamps and mounting brackets. An airflow meter extension is required to swap the airflow meter sensor signals to the opposite banks (wires are included). The kit is designed for use with the GReddy GT-R turbo kit and the stock turbo setup. Made in Japan.

Source
GReddy
www.greddy.com

GTR R35 Intercooler Kit – Full kit (w/piping and Type-RZ bov)

Part #12020486

MSRP $3900

Full complete kit with piping from turbo to throttle with two Type-RZ blow-off valves

Airflow meter extension is required to swap the airflow meter sensor signals to the opposite banks. (Wires included)

Designed for GReddy turbo kit (part# 11520101), also compatible with stock turbos (and most upgraded stock turbos)

GTR R35 Intercooler Kit – Conversion kit

Part #12020487

MSRP $3200

For vehicles which already have the GReddy hard piping kit with blow-off valve

When it comes to cars, heat is the enemy. It robs power, destroys parts, and can make for quite the sweaty, uncomfortable drive. Don’t ask.

In the realm of engines, heat is both a byproduct and a hindrance to making horsepower. Turbochargers compress intake air in order to better fill an engine, simultaneously heating the air as well. Exhaust ports, firing on pure hellfire, also generate significant underhood heat, captured within exhaust pipes and manifolds.

All of this latent heat seeks to raise the temperature of intake air, which needs to remain as cool as possible to generate power. The captured engine heat also has a tendency to spread its effects, melting nearby wires, downpipe-adjacent body panels, and causing the firewall or foot panel area to become unbearably hot.

Enthusiasts often go to extreme measures to withstand the heat, especially during extended track or racing outings. Some users employ massively heavy intercoolers, ground-scraping cold air intakes that snake out of the engine bay, and double thick socks that keep burned toes at bay.

One of the solutions from Design Engineering, Inc. (DEI) is the Reflect-A-GOLD heat reflecting tape. Similar to the gold thermal tape used in aerospace and the racing industry, Reflect-A-GOLD is a self-adhesive golden tape that DEI claims can reflect up to 80% of radiant heat and can handle continuous operating temperatures of 850-degrees F, with the adhesive side rated up to 325-degrees F.

The Reflect-A-GOLD tape has many potential uses in the performance car market. By wrapping an air intake box or tube, the intake air can be shielded from heat. Firewalls or rear decks can also be covered in it, keeping engine bay heat from entering the cabin. The tape can even be applied to certain sheet metal heat shields, increasing their effectiveness.

As opposed to more expensive wraps, blankets, or sprays, the gold tape is easy to apply (peel and stick), very thin for clearance, and lightweight. We’ve always liked its simple nature and you’ve no doubt seen golden thermal tape applied to the firewalls and airboxes of numerous racecars. But how well does it work?

PARTS TESTING

Our testing idea is deceptively simple – torture blast the Reflect-A-GOLD tape and see how it holds up. Using the blue flame of our torch, rated at 3000-degrees F, we’ll be testing to see the effective temperature reduction and reflection of the Reflect-A-GOLD tape.

Unless your car is on fire and melting to the ground (at which you’d have bigger things to worry about – Ed.), it’s unlikely to see any temperatures near 3000-degrees F. But using this high of a temperature, far beyond the rated capacity of the tape, will allow us to display the behavior of the product under incredible stress.

In order to keep our results consistent, all of our testing was done with the same ambient air temperature and sensor. Our sensor was tied into place on a vice and the distance to the torch kept constant between our two tests.



RESULTS

Our first test consisted of the 3000-degree torch flame being applied directly to a steel plate, which itself was in direct contact with the temperature sensor. Our initial temperature reading was at 83-degrees F. After a 20-second burn cycle, our sensor was reading a temperature of 205-degrees F.

For the next test, the same steel plate was covered in Reflect-A-GOLD tape on one side. After waiting for the temperature sensor to normalize back to 83-degrees F, we completed another 20-second burn cycle at the same distance. Our new ending temperature was now 95-degrees F. That’s a 54% reduction in heat.

Pushed almost ten times past its rated fire resistant heat capacity, the Reflect-A-GOLD tape charred and burned on its outer layer, as expected.

Still, the tape managed to pull off a 110-degree reduction in temperature and resisted the fire with its inner secondary layer. These are impressive results, especially for a roll that is as easy to put on as masking tape.

The Reflect-A-GOLD tape isn’t what we would consider super cheap, a 1’x1’ piece runs around $20 but it’s perfect for thermal situations that require low clearance, odd shaping, or just a small shield (around a exhaust pipe, for instance). As a tip, the Reflect-A-GOLD tape rolls, 2”x15’ for around $40, are much better bargains for covering intake tubes and airboxes.

Contact
Design Engineering Inc
www.designengineering.com

It’s official; this isn’t an April Fool’s Day joke (We hope – Ed.). This information just recently went up as an announcement on Ralliart’s website, they’re scaling back. Mitsubishi is currently best known in the US for its Lancer Evo model but, let’s be honest, they don’t exactly sell a billion Galants and Outlanders. Without Ford or Toyota level sales backing it, it comes as little surprise that Mitsubishi’s performance arm is coming under hard times. There is a financial reason why they pulled out of WRC years ago.

Ralliart’s statement is a bit ambiguous about whether Ralliart itself is closing its doors. For certain, they are stopping certain business activities for now and scaling back. Except for FIA VO parts (optional variant) homologated for competition, Ralliart will no longer be producing parts.

This means no more street Evo, i or Galant suspension kits, exhaust, wheels or other items. Ralliart will also stop support for motorsport customers and will stop delivering information on parts on its website. As a production model, the Lancer Ralliart shouldn’t be affected.

Mitsubishi Motors itself will handle development on the FIA VO racing parts and Group-N rally information will be found on Mitsubishi’s own website. But this then leaves the question – if Mitsubishi will be producing the only parts left in existence and publishing information on its own website, what is there left for Ralliart to do?

From Ralliart:

Partial Cease of Business Activities along with Ralliart Inc’s
Business Scale Down

Ralliart Inc (President Masao Taguchi) has announced as follows.

Dear all of our customers ,

First of all, we much appreciate for your usual patronage to our company. Our company have done the various activities relating motorsport with the support of many people since the establishment in April,1984 so far. However, because of the sudden change of economy situation since the year before last, the business circumstance surrounding our company radically became worse and so, this time we have reached the conclusion that we Ralliart Inc., would scale down our business activities as of the end of March 2010.

Along with the scale down of our business activities this time, we would cease the following business and operation which we have done so far. We would like to express our sincere apology to all of customers though we would make you much inconveniences.

Meanwhile, we wish you a continuous support to Ralliart family and entrants driving Mitsubishi cars who play an active part all over the world.

Items which would cease our business and operation along with our business scale down;

1. Support to motorsport customers(Support to the participation, Technical Support, and Awarding of Mitsubishi/Ralliart Driver of the Year)
2. New Planning, Development and Merchandize of Ralliart products (Except FIA VO parts) :*1
3. Information of new products and dispatching motorsport information(at web):*2

1* FIA VO parts development and those application work shall be done by Mitsubishi Motors Corporation as it is.

2* FIA Group-N information shall be open at the web site of Mitsubishi Motors Corporation.Date of the cease: 1st April, 2010

Features:
·    Reinforced shoulder tread blocks
·    Continuous center rib design
·    Specially formulated tread compound
·    Reinforced internal construction

To the average commuter, the rubber doughnuts underneath their car are only good for one thing – to keep their wheels from getting scratched. Most “normal” people don’t pay close attention to what keeps them on the road. They’ll buy re-manufactured tires (four for $100 on special! – Ed.) and rarely ever check the pressures. So why then has every tire manufacturer on Earth released a new all-out performance street tire in the last couple years? For you, of course.

Compare a normal driver to the average OR reader, who obsesses about the perfect hot tire pressure and tread design. Commuters don’t understand the capabilities and intricacies of a performance tire the way that a gear head would but they’re not the target buyer. The OR reader is the one with the modified car, bursting at the seams, asking for every nuance of grip that it can muster.

The OR reader is the one that will win time attack championships, club races and autocross national titles. These are the things that can help boost a brand’s reputation, reaching down to even the commuter level. When it comes to competition, everybody’s out to win.

The NT05 is Nitto’s latest maximum performance offering. With a low UTQG rating of 200, it’s matched up against the usual SCCA Street Touring standouts like the Falken RT-615, Yokohama Advan Neova, Toyo R1R, Hankook RS-3 and Dunlop Direzza Sport Z1. UTQG wear ratings are arbitrarily determined by each tire manufacturer so they are not true yardsticks with which to measure how soft or sticky a competitor tire really is.

The first striking thing you’ll notice about the NT05’s design is the tread compound. The outer edges feature huge blocks of rubber with a few sipes for water evacuation. The center features what Nitto calls a “continuous center rib design”. This equates to a thick strip of rubber right through the middle and two large channels on each side. These channels will help with wet weather grip, although the NT05 is not recommended for snow use.

Surely taking a few cues from their NT01 r-compound racing tire, Nitto has created a very fast street tire that is capable on track as well. We sampled the 255/40/17 NT05 size at Spring Mountain Motorsports Park in Pahrump, NV during the Redline Time Attack weekend. The test car was our full weight, registered and daily driven Project Evo IX. The NT05s were not heat cycled or shaved before they hit the track.

Right off the bat, the NT05s displayed their high level of grip. Entering into the medium-speed Turn One off of the front straight,Project Evo IX averaged a lateral load of 1.01g and a peak spike of 1.61g. Through Segment 4, a tight hairpin left, the NT05s scored a peak lateral load of 1.22g. Perhaps most telling though is the high 66-68mph average speed maintained through Segments 7 and 8, which are undulating mixtures of hills and turns.

The NT05s also displayed good heat resistance, with no chunking or tearing appearing at all after they had gone on track. The tires also showed very little graining or overheating across the surface, its lack of tread squirm no doubt helped by its large tread blocks and relatively shallow molding depth.

The key thing to remember is that Nitto had the intention of creating a tire that was to be used on the street first and the track second. They were not in the market to create an all-out performance street tire like the Yokohama Advan Neova AD08, instead focusing on a balance of wear life, grip, price and noise. The NT05 doesn’t quite have the steering precision of the Neova tire but it’s still one of the fastest street tires on the market today and comes in at a much lower price than Yokohama as well.

If you’re looking for a decently priced street tire for your project car, you can’t lose with the NT05. You’ll have more dry grip than you can legally use on the street and hitting the track on the weekend won’t require a tire swap. That’s what we’re always looking for in a performance street tire.

Source
Nitto Tire
www.nittotire.com

If you’ve got your dashboard decked out with more gauges and dials than a Star Wars fighter, it might be time to look into simplifying your setup. Digital dash displays are replacement instrument clusters often used in racecars since they can integrate so many information displays into one place, eliminating the need for numerous gauges. They can display RPMs, speed, water temp, oil temp, laptime, lap number and a host of other functions.

Some units, such as the Racepak IQ3, also feature a built-in datalogger for on-track data analysis. Others, such as the AiM MXL Strada, feature direct plug-in operation with such aftermarket standalone ECUs as the AEM EMS. And other still, such as the Stack ST8130, offer analog and digital integration as well as simpler layouts.

MSRP
AiM MXL Strada – $1129
Racepak IQ3 dash – $625, $1395 (with datalogger)
Stack ST8130 – $1395

Source
AiM Sports
www.aimsports.com

Stack
www.stackltd.com

When you’re intent on building the ultimate street car, you’re going to need the best brakes to haul down 1,500whp. The best off-the-shelf bolt-on big brake kits use what is known as a monoblock caliper.

Most four, six and eight piston fixed calipers are made using two halves that are then bolted together. For the best rigidity and strength, as well as lower weight, monoblock brake calipers are forged out of a single piece of aluminum. This makes them as rigid as possible and helps with pedal feel.

To put things into perspective, pretty much every single major pro racing series, from NASCAR to IRL to F1, use monoblock calipers.

Keep in mind though, these puppies are not even remotely cheap. The Brembo GTR eight-piston monoblock caliper pictured above (top) uses vented titanium pistons and comes in kit form with massive two-piece rotors and billet mounting brackets. The Endless six-piston monoblock caliper pictured (bottom) is also designed for rigidity and a reduction in unsprung weight.

The only downside? Price. A front Brembo monoblock big brake kit for a Subaru WRX STI will run more than $10,000.
MSRP
You ask, you can’t afford it

Endless
www.endlessusa.com

One of the most noticeable things in a real racing car or performance car is the steering. If you’re used to driving a truck or commuter sedan, you’ll be amazed at how much faster a racecar steers. Instead of winding the wheel to make a turn, you point and it goes.

Faster steering gives a car quicker response and is more in tune with a driver’s reactions behind the wheel. Some cars have aftermarket offerings of new, faster steering gears that replace the guts in the rack but those cars are rare. L&E Fabrication, a Colorado-based rally shop, has been building ready-to-go quick steering columns for years now.

Taking the stock steering column, L&E modifies it and fits a steering quickener. Most often fit with a 1.5:1 ratio quickener, the columns will turn the steering 1.5 turns for every turn that you make, ending up with a faster steering ratio. Although they mostly have Subaru columns off-the-shelf, they can custom modify almost any column. This is one item that we expect to take off with S13 and S14 Nissan 240SX guys, who could always use a faster steering ratio when drifting.
MSRP
$679.99 ($150 Refundable Core Charge)

Source
L&E Fabrication
www.landefabrication.com

This one is rather simple. Titanium doesn’t transfer heat as well as steel. Most cars use steel for the brake pad backing plates due to the cheaper nature of steel.

By switching to a titanium brake pad backing plate, less heat will be transferred from the rotor and pad to the piston and caliper. This will help keep heat from affecting the brake fluid and boiling it.

These plates are only available from certain manufacturers for fixed-type four-piston and up calipers. If you have a big brake kit, Lancer Evo, WRX STI, Corvette Z06, CTS-V or Brembo-equipped 350Z, for example, you’re covered.

If you have a Camry, you’re not. Pictured are StopTech units. There are no noise or wear differences with the plates for street use and we’ve been using titanium backing plates in Project Evo IX with much success.

Source
StopTech
www.stoptech.com

Yet another racing grade product born from airplane engineering. The Allen Racing Products FC-6 magnetic oil debris bolt is a spring-loaded two-part bolt that is designed for use in transmissions, differentials and engines.

The inner bolt has a magnetic tip to attract metal particles and can be unscrewed from the outer bolt. The outer bolt is spring loaded with a trap, so the inner bolt can be removed and inspected for shavings without dripping a single drop of oil.

With this, you can inspect the health of your drivetrain parts without having to refill 4-8 quarts of oil each time. The Allen Racing Products FC-6 magnetic oil debris bolt doesn’t come in any direct vehicle fitments though; custom drilling and tapping to use the bolt is a possibility.

Source
Allen Aircraft/Racing Products
www.allenaircraft.com/racing/index.html

Dzus fasteners are quick release hardware originally used in airplanes as well as racecars. One of the most popular, Dzus-type fasteners are not the only type of quick release hardware out on the market.

The basic principle is that your car is fit with the plate on the chassis side. The body panels – bumpers, fenders, door skins, etc – that you want to have on and off quickly are fit with the spring-loaded Dzus buttons. In the field, the body panels are held securely and yet can be removed using just one fastener wrench, which requires less turning and less time than a standard screw and screwdriver.

You’ll have to custom modify your car and panels to use the quick release hardware but if you have a tendency to take your bumper off every week, you’ll thank yourself later.

4.    AeroCatch Hood Pins

When using some lightweight hoods or gutting your factory one for weight, the heavy latch mechanism sometimes just has to go. When this happens, you need hood pins. Traditional hood pins consist of a literal pin that extends through your hood and some type of retaining pin, which rests on top of your hood.

AeroCatch hood fasteners still use the pin but replace the retaining mechanism with a flush mount latch. More secure, more aerodynamic and better looking, AeroCatch latches will help keep smoother airflow over the hood. Locking and non-locking versions are available.

Source

AeroCatch
www.aerocatch.com

3.    Lightweight Racing Batteries

One of the easiest ways to drop weight out of your car is to get a lightweight battery. With no noise or ride quality effects, lightweight racing batteries are some of the few racing parts that can be used regularly in street cars. We can tell you through personal experience, don’t buy the cheapest lighweight battery that you find.

Get one with quality construction and design. Some cheap racing batteries have poor longevity and will leak or won’t be able to correctly start your car after a few months of daily use.

XS Power’s D375 racing battery is 12.2lbs and tiny (7.87L x 3.03W x 5.28H) for installation just about anywhere in your car. They claim that it still manages to provide 800A of instantaneous cranking power.

If you’re really looking to go hardcore, XS Power also produces some of the few drop-in lithium-ion racing batteries for use in total loss (no alternator) racing situations. For the ultimate in weight savings, lithium is the way to go. Just take a look at the 2010 Porsche 911 GT3 RS, which offers a lithium battery as a factory option.

The 12V non-adjustable XS Power Li20 is just 3lbs, 10oz. Although not cheap, the LR48 weighs in at just 6lbs, 5oz and adds an integrated adjustable voltage output regulator, microprocessor and LCD display. Both batteries feature self cell monitoring/balancing, thermal protection, high and low voltage protection and over-charge protection.

MSRP
D375 – $139.99
LR48CK lithium – $3499.99 (Includes battery and charger)

Source
XS Power
(888) 4XS-POWER
www.4xspower.com

The king of all fluid connectors, Adel Wiggins Flexible Tube Connectors (technically, they’re not really just clamps – Ed.) are able to withstand an operating pressure of 125psi, burst pressure of 375psi and from –120 degrees F ~ 800 degrees F. We don’t care what kind of turbo you’ve got; you’re unlikely to ever be able to blow these suckers off.

Used in Le Mans prototypes and many other pro racing series, Wiggins connectors are lightweight, can be quickly opened with one hand and will never blowout or burst. They’re definitely not cheap but can eliminate the hassle of hose bursting on huge power streetcars.

To be used, each connection requires the purple Wiggins clamshell connector, two aluminum ferrules (which will have to be welded to your pipes – Ed.) and two O-rings.

Because they provide a solid and rigid connection, Wiggins clamps cannot be used in any situation where the pipe might move or twist. If your intercooler pipe is going to move due to engine rocking, use a silicone hose and good clamp instead. These clamps are most often used in cars that have solid engine mounts and custom everything.

MSRP
2.5” clamp assembly – about $180

M1 Fabrication & Development
www.m1fd.com