Also thought I should post the timing results from the Wakefield Park & Phillip Island trackdays.

Wakefield Park (25 June 2009)
http://www.natsoft.com.au/cgi-bin/results.cgi?25/0 7/2009.WAKE.S3.Y

Phillip Island (30-31 May 2009)
http://www.piarc.com.au/files/May%20sprint%20amend%20results%202009.pdf

I had to be classed as a race car at Phillip Island as I was running slicks. 4th in class & 10th overall from 90-odd cars.

The first trackday after having the car tuned saw a lot of clutch slip so I had a 5 puck clutch fitted. Obviously all the torque at the front and grippy slick tyres at the back were asking too much of the gearbox. When it let go I was in 3rd and rolling on the power and BANG!

This shows the input shaft has lost a heap of teeth (click for bigger pic). I knew the w58 would go at some stage but was hoping for it to last a little longer.

I did manage to smash my old PB's at Wakefield Park (1:13 to 1:07) & Phillip Island (1:59 to 1:51) - it finally feels like it has the power to match the chassis and brakes. I'm now consistently up with the front runners so pretty happy with that.

The car is back with Neil Griffiths having a Tremec T56 fitted. This is a 6 speed gearbox but it has 2 overdrive gears. It's really a 5 speed with an extra gear so 6th won't get used on the track. The T56 is used in HSV Commodores and US GM cars. Local Fords also get it but the GM ratios are closer.

Been a long time coming but it's all worth it now. Got to give Mark Chapman at MRC Dyno a plug - he really knows his stuff. He's tuned loads of Adaptronic ECU's and took the time to ask about the car's purpose and explained things as he went.

You can see how linear the power delivery is (click for a larger image). This is the exact result I was aiming for - pretty pleased!

It feels as docile as normal when cruising around and when the accelerator is leaned on the extra torque is evident. However, when mashing it there's a whole different story going on once the tacho swings past 3500!

Looking forward to getting some track time in soon.

No power figures yet but I plan to have it tuned and completed within the week.

Did some maths and 2 x KKR480's were going to be too big and in the spirit of chasing engine response over outright power decided on a pair of KKR330 turbos. The 4L V8 can be thought of as 2 x 2L 4 cylinder engines, of which there's plenty of knowledge on what works well.

I'll put a heap more photos up in a few days when I get a chance.

We hit a roadblock with delays on the aluminium radiator along the lines of "it'll be here next month" until we gave up and modified a JZA80 aluminium radiator to fit. I'm also going straight to twin KKR480 turbos and I have a custom intake manifold with short straight runners under the plenum instead of the long curved runners.

No pics right now but progress is being made.

Neil at Rush Imports has made the exhaust manifolds and they're now in the car. He's currently working on the piping to the turbo which will be located where the battery was. Once he's got the exhaust pipework fabricated he'll be pulling it all out to have the manifolds ceramic coated. We'll also heat-wrap the piping to keep the under bonnet temps down and to keep as much heat as possible in the exhaust before the turbo.

Neil's also getting an alloy radiator made to handle the extra heat that forced induction produces because Neil's supercharged Soarer has been getting pretty hot on trackdays.  

I'll post more photos as work progresses.