RKM Motorsport: RX-7 R400

RKM Motorsport: RX-7 R400

Based on: 2002 Mazda RX-7 Spirit R
Obtained: New Car Dealer

Drivetrain: FR
Horsepower: 396 BHP (@ 692.5 miles w/rebuild)
Torque:---- 303 ft-lb
Weight:---- 1051 kg

PARTS
GT Auto
Oil Change
Prodrive GC-010G Wheels
Front Aero Type A
Rear Wing Type B
Rebuilt motor upon availability

Tuning Shop
Weight Reduction Stage 3
Lightweight Windows
Carbon Fiber Hood
Engine Tuning Stage 3
ECU Tuning
Sports Header
Sports Exhaust
FC Gearbox
Semi-Racing Flywheel
Semi-Racing Clutch
Carbon Driveshaft
FC LSD
FC Suspension
Sports Soft tires

SETUP

Body/Chassis
Aerodynamics
Downforce: 0/28

Transmission
Transmission
1st:-- 2.915
2nd:-- 1.929
3rd:-- 1.394
4th:-- 1.057
5th:-- 0.842
6th:-- 0.704
7th:-- x.xxx
Final: 4.300
Max Speed: 211

Drivetrain
Differential
Initial: xx/12
Accel:-- xx/56
Braking: xx/30

Suspension
Suspension
Ride Height: 0/0
Spring Rate: 7.8/8.3
Extension:-- 10/10
Compression: 7/7
Anti-Roll:-- 7/1
Camber:----- 3.5/3.1
Toe:-------- -0.17/-0.25

Brakes
Brake Balance Controller
Brake Balance: 7/9

Intended Driving Options
Transmission: Manual (MT)
ABS: 1
Everything else: OFF

Tuner Comments:
This right here is the result of constant evolution since early GT4 tuning efforts. From an initial 350-370hp to 385 and now nearly 400hp, it's grown up a bit and matured noticeably. This doesn't mean it's gotten any fatter; in fact, it's down by 28kg. Beating up on older GT class racecars is easy with this car as long as there's enough corners; it does exactly as you tell it to, exactly when you do.

Well, what else would you expect from a guy that calls himself Rotary Junkie? The third generation RX-7, known also by its FD3S or simply FD chassis code, is a very popular car the world over and has been featured in innumerable street car racing games since the early- to mid-90s. Drift, grip, VIP, show car...the FD can be any and has been all due to its timeless lines, incredible chassis and strong engine. The Spirit R, the last special edition of which the Type A is considered the purest form, is touted as the ultimate RX-7 and the pinnacle of rotary performance. So how will this version go?

Driving it straight off the lot it is easy to see why the car is so popular. The car is well balanced and has an easy feel going about its business. The brakes are great; they slow the car quickly but minus the jerky feel you sometimes get with firm braking. The tail end rotates out slowly and can be easily held or brought back without much fuss. It is said Mazda took the best parts and ideas of all the third gen models and put them into the Spirit R. And it certainly shows in the driving feel. Straight off the lot I was able to run a lap of 2'14.237".

Strangely, the parts list takes the car in a different direction than most. Rather than having a wild rear end and fighting to keep control around corners, it has a tendency to lean toward understeer. There is definitely some wheel spin to be had out back but it is easily quelled. The brakes now are a little too soft, however this is normal with every car that has left the brakes alone but had an increase in speed. Lap time comes in at 2'02.063".

The tune helps quite a bit but maybe not enough. The steering is sharper and it feels nice, however the tendency toward understeer on power is still present. The braking also has a better feel but again, a little on the soft side for my taste. Even so, the car is still fast and puts the power into the pavement instead of up in smoke. I never had much of an issue with the rear coming out even on the tighter, slower corners. I think the brakes are a sticking point on this tune. I feel like I am having to brake sooner than I would like and lose some time on entry. The 2'01.174" time is not bad at all but I did expect it to be faster. Given some time I think it will get under the 2'00.5xx" mark. I will definitely be running this car more and will see if I can find a way around the track better than I have so far. I do love my RX-7s and would like to see this get closer to the NSX-R on this track.

Lap Times
Grand Valley Speedway: 2'01.174"

RKM Motorsport: RE Amemiya RX-7

RKM Motorsport: RE Amemiya RX-7

Based on: RE Amemiya FD3S RX-7
Obtained: Brand new model at RE Amemiya

Drivetrain: FR
Horsepower: 444 BHP (@ 21.3 miles)
Torque:---- 53 kgfm
Weight:---- 1240 kg
PP:-------- 556

PARTS
Tuning Shop
Rigidity Improvement
Titanium Racing Exhaust
High RPM Range Turbo Kit
Fully Customisable Transmission
Fully Customisable LSD
Fully Customisable Suspension Kit
Sports Soft Tyres

SETUP

Body/Chassis
Aerodynamics
Downforce: 20/35

Ballast
Amount:-- 0
Position: 0

Engine
Power Limiter
Power Level: 100.0%

Transmission
Transmission
(Set Max Speed, then each individual ratio.)
1st:-- 2.713
2nd:-- 1.866
3rd:-- 1.379
4th:-- 1.085
5th:-- 0.900
6th:-- 0.776
Final: 4.100
Max Speed: 199 MPH

Drivetrain
Differential
Initial: 0/14
Accel:-- 0/22
Braking: 0/7

Suspension
Suspension
Ride Height: -30/-30
Spring Rate: 16.5/14.0
Extension:-- 8/8
Compression: 7/7
Anti-Roll:-- 2/4
Camber:----- 2.5/2.1
Toe:-------- –0.20/-0.05

Brakes
Brake Balance Controller
Brake Balance: 5/6

Intended Driving Options
Transmission: Manual (MT)
ABS: 1
Everything else: OFF

Tuner Comments:
RE Amemiya are considered the top tuners when it comes to tuning your RX-7, RX-8 or anything with a Rotary engine. So imagine their faces when we tore out their settings, boosted the turbo and started transforming this masterpiece of an RX-7 into a killer. 

However we went a step too far. One night during testing, this RX-7 went on a murderous rampage around Trial Mountain. Nothing could keep up with this Rotary Rocket. We lost Juliet in the madness and we would’ve lost the Challenger GTS too if it wasn’t for the NSX-R 3rd Anniversary stepping in. Is this the rival the NSX-R has been waiting for?

Some say that his garage in Chiba is a Mecca for haters of pistons and that 35+ years of tuning experience has made him a "Rotary God". All we know is Isami Amemiya has unleashed a hellish rotary-powered vision upon the world.

Brand new out of the box you look at this car and think "I'm going to be spending a lot of time looking down the track out my side windows." The stickers, huge wing and flamboyant body kit make it look like something that belongs shredding tires in D1 or FormulaD. Not necessarily true. This car belies its exterior appearance and can stick a corner like you won't believe. Tuned by the best in the rotary business this is no stock FD, as the lap time will indicate. It is very well balanced on power, through corners and on the brakes. Will you still find yourself sliding through a turn? Yes, however power oversteer really only shows up on lower speed corners and is quickly contained. Initial stock lap comes in at 2'04.199".

With the parts list purchased and installed you find little change. The rear is a little more eager to come around but all the control remains as does just about everything else. Coming off a pre-tuned car the lap of 2'01.137" is unspectacular in time difference, but not unexpected.

If you are a fan of RKM and their tunes this is a moment of truth. Roj has put into our heads that his version of Amemiya's vision can rival his legendary NSX-R. So, let's find out. As before with the parts tune the general character of the car is untouched; the balance and control remain intact. However, the steering is now more responsive, perhaps close to being as mentally plugged in as RJ's EvoX. The rear has come back in line; very stable and a feeling of infinite control upon stepping out, eerily similar to the NSX-R. So a few laps then. Right off the bat I came in a hair off 2' flat. Pushing a little harder was easy and that barrier was broken quickly. The sticking point of the lap for me was the final turn. I was coming off the s-curves fast enough that I had to either lift or tap the brakes to get through just right. I had many a good lap taken down by stuffing it into the wall or getting just far enough onto the grass over the rumbles that the rear came unglued. I posted my best time on lap eight. Putting on my best Jeremy Clarkson.. it did it in...one minute..........fifty........eight point eight two! That's right, 1'58.820"! The big, bad, blue rotary-powered devil has taken top slot on the board at Grand Valley Speedway!

But wait! There is the NSX-R scowling in the pit lane. To be fair the champ got the opportunity to defend the crown it has kept for so long. Like a demon it bites and claws at the tarmac hoping to regain its glory as king. Two minutes.....1'59.9"....1'59.7".....1'59.5". And that was all it could muster. After 15 laps the champ concedes defeat and hands over the crown, but not without promising to keep this new rivalry going anywhere, anytime.

And so the RX-7 revels in new found glory and fame. However, this well balanced machine is already gearing up to take on the NSX-R again. Another track, another time, another fight to the wire.

Lap Times
Grand Valley Speedway: 1'58.820"

RKM Motorsport: Maserati GranTurismo S

RKM Motorsport: Maserati GranTurismo S

Based on: Maserati GranTurismo S ‘08
Obtained: Brand new model at Maserati

Drivetrain: FR
Horsepower: 646 BHP (@ 170.3 miles)
Torque:---- 68 kgfm
Weight:---- 1337 kg
PP:-------- 581

PARTS
GT Auto
Type A Front Aero
Type A Rear Aero
Type A Wing

Tuning Shop
Chassis Weight Reduction Stage 3
Rigidity Improvement
Window Weight Reduction
Carbon Bonnet (Body Colour)
Engine Tuning Stage 3
Sports ECU
Sports Intake Manifold
Racing Air Filter
Titanium Racing Exhaust
Sports Exhaust Manifold
Catalytic Converter: Sports
Fully Customisable Transmission
Twin Plate Clutch
Semi Racing Flywheel
Carbon Propeller Shaft
Fully Customisable LSD
Fully Customisable Suspension Kit
Sports Soft Tyres

SETUP

Body/Chassis
Aerodynamics
Downforce: 0/20

Ballast
Amount:-- 0
Position: 0

Engine
Power Limiter
Power Level: 100.0%

Transmission
Transmission
(Set Max Speed, then each individual ratio.)
1st:-- 3.654
2nd:-- 2.446
3rd:-- 1.778
4th:-- 1.377
5th:-- 1.132
6th:-- 0.967
Final: 3.360
Max Speed: 230 MPH

Drivetrain
Differential
Initial: 0/15
Accel:-- 0/25
Braking: 0/10

Suspension
Suspension
Ride Height: -25/-25
Spring Rate: 13.0/7.5
Extension:-- 8/7
Compression: 6/5
Anti-Roll:-- 2/4
Camber:----- 2.3/2.4
Toe:-------- –0.20/0.05

Brakes
Brake Balance Controller
Brake Balance: 6/8

Intended Driving Options
Transmission: Manual (MT)
ABS: 1
Everything else: OFF

Tuner Comments:
There’s a new Italian Stallion in town, but it’s no Ferrari. This GranTurismo S impales the prancing horse with it’s sharpened trident, as it flies through the next set of corners in complete comfort and style.

I can't say exactly why but this is about the sexiest Italian car I can think of; certainly better than anything I can name with a prancing pony on the hood and much more style than carbon fiber and big wings. The body lines are graceful and elegant but the face on the car says "you don't want to pick a fight." In stock trim there is some to like and some to dislike. The brakes feel and work nicely but don't really give a good impression of slowing the car, which is strange to get used to. The tail is on the loose side and will frequently step out on heavy throttle. If you can keep the angle down it isn't a problem for the most part but go too far and it becomes difficult to recover. Coming through the corners feels slow overall. Even taking a corner at similar speed to a similar car the feeling is that the Maserati is not as fast. The car is still pretty quick regardless, turning a 2'14.281" best lap.

With the listed parts this car is a wild child! Standard brake balance does this car no favors with its new found speed. Cornering was a nightmare. First, it doesn't want to turn in and you have to coax it to bite, then even a touch of throttle will send the tail out and faster than stock leaving you a blink to be able to catch it before you spin and choke on tire smoke. Keep it calm through the turns, however, and it rewards you with blazing speeds. The lap of 2'01.105" can attest to the difference there.

The tune works magic on the rear, holding it down through what it had no hope of keeping before. When it does step out, the slide has much more control with a comparatively huge window to catch and correct. The brakes have gotten better but I still feel like they could stand to be just a touch firmer overall to move the braking point up a little further. For me the car is still a tad too beastly to get a properly fast time down. I did find that coming in a bit wider and apexing just a little later helps significantly, lowering the chance of fighting a slide and giving me more of a straight run through the exit. I knew all this testing would teach me something! Not enough for top honors but the GTS cracks in at 1'59.587", just a fraction behind the Stradista for third on the board.

Calling it just the "GranTurismo S" doesn't really do it justice. If I were handing out suggestions I would say go with "Vader". It has the look and the attitude to carry the name well. In future I can see it making a good run for the top spot but I am not sure it will quite make it there, though the Stradista definitely has a target on its tailpipe.

Lap Times
Grand Valley Speedway: 1'59.587"

RKM Motorsport: R32 Golf-R

RKM Motorsport: R32 Golf-R

Based on: 2003 Volkswagen Golf IV R32
Obtained: Used Car Dealer

Drivetrain: AWD
Horsepower: 397 BHP (@ 6910.7 miles)
Torque:---- 344 ft-lb
Weight:---- 1216 kg

PARTS
GT Auto
Rebuilt Motor

Tuning Shop
Stage 3 Weight Reduction
Lightweight Windows
Chassis Reinforcement
Stage 2 Engine Tuning
Racing ECU
Sports Intake Manifold
Sports Air Filter
Sports Exhaust Manifold
Sports Catalytic Converter
Titanium Racing Exhaust
FC Gearbox
Twin-Plate Clutch
Semi-Racing Flywheel
Carbon Driveshaft
FC LSD
VCD
FC Suspension
Sports Soft tires

SETUP

Body/Chassis
Aerodynamics
Downforce: xx/xx

Transmission
Transmission
1st:-- 2.691
2nd:-- 1.781
3rd:-- 1.286
4th:-- 0.976
5th:-- 0.777
6th:-- 0.650
Final: 4.235
Max Speed: 211

Drivetrain
Differential
Initial: 7/15
Accel:-- 58/60
Braking: 15/15

VCD
Torque Bias: 50/50

Suspension
Suspension
Ride Height: -20/-20
Spring Rate: 10.8/7.0
Extension:-- 3/8
Compression: 7/7
Anti-Roll:-- 1/7
Camber:----- 3.5/3.3
Toe:-------- -0.25/-0.05

Brakes
Brake Balance Controller
Brake Balance: 5/9

Intended Driving Options
Transmission: Manual (MT)
ABS: 1
Everything else: OFF

Tuner Comments:
So... When you hear R32, you expect a Skyline, don't you? Perhaps you should, perhaps not.

Volkswagen did their own “R32” but in this case, R32 doesn't refer to the chassis code, it refers to the displacement of the VR6 stuffed under the hood of this MkIV Golf that just so happens to have AWD.

So... Is it AWD? Yes. Does it have quite a good helping of power? Yes. Is it somewhat on the heavy side? Yes. So it's an R32 then. Just not your cousin in Japan's R32.

I did this one without taking down any notes so it may be a bit shorter than normal. Stock form on this car is like everything else in this tier: not particularly hard to get a handle on, stable, not particularly fast. The 4WD gives it a bit of an advantage if your driving style suits that over the normal FF, which mine does. My brake-turn-mash throttle mechanic works well with this car. You need not be particularly careful with it; give it a thrashing around the course and it stays calm and collected. I ran a 2'21.459" with some UCD miles and an oil change.

As with most lower level cars the parts additions improve the car immediately and significantly. Even just raising the top speed limit would help on a course with a straight this big. Adding the power sees some understeer creep up on exit and the brakes will need tweaking to get back a good balance. The parts tune laps at 2'04.301".

After RJs tune is applied it comes back to more of a stock feel with a more alive feel in the steering. Stock it felt a bit laggy as stock machines do but the tune has given it more sensitivity and better response. It is just as easy to drive as it was but with more speed. I did not make note of any major downfalls here, other than I wish I could bolt on some body mods or wheels to set it apart. If you have this car sitting around, apply this tune. If not, go find one and apply the tune. I highly recommend it. The lap of 2'03.093" felt good and was a lot of fun.

I used to own a MkIV GTI VR6; this feels closer to it than the turbo GTI in spite of the drivetrain difference. I like this car a lot. So much in fact that I may use it as the initial main car in a fanfic I am dreaming up.

Lap Times
Grand Valley Speedway: 2'03.093"

RKM Motorsport: RKM EvoX

RKM Motorsport: RKM EvoX

Based on: 2007 Mitsubishi Lancer Evolution X GSR P.P.
Obtained: New Car Dealer

Drivetrain: AWD
Horsepower: 541 BHP (@218.2 miles)
Torque:---- 447 ft-lb
Weight:---- 1247 kg

PARTS
GT Auto
Oil Change
Enkei JS+M wheels
Front Aero Type A
Rear Aero Type A
Rear Wing Type A
Engine Overhaul (where applicable)

Tuning Shop
Weight Reduction Stage 3
Lightweight Windows
Carbon Fiber Hood (Body Color)
Engine Tuning Stage 3
ECU Tuning
Sports Intake Manifold
Racing Air Filter
Titanium Racing Exhaust
Sports Header
Sports Catalytic Converter
High-RPM Turbo Kit
Semi-Racing Flywheel
Semi-Racing Clutch
Carbon Driveshaft
Adjustable Center Differential
FC Suspension
Sports Soft OR Racing Soft tires

SETUP

Body/Chassis
Aerodynamics
Downforce: 0/11

Transmission
Transmission
1st:-- 3.102
2nd:-- 2.052
3rd:-- 1.483
4th:-- 1.125
5th:-- 0.896
6th:-- 0.749
7th:-- x.xxx
Final: 4.062
Max Speed: 211

Drivetrain
Differential:
F/R Bias: 50/50
AYC Controller:
AYC Strength: 70

Suspension
Suspension
Ride Height: -25/-20
Spring Rate: 14.8/4.5
Extension:-- 7/9
Compression: 5/6
Anti-Roll:-- 5/6
Camber:----- 2.5/3.0
Toe:-------- 0.10/-0.25

Brakes
Brake Balance Controller
Brake Balance: 7/10

Intended Driving Options
Transmission: Manual (MT)
ABS: 1
Everything else: OFF

Tuner Comments:
So we got this EvoX dropped off by a customer for tuning purposes. We figured the modified settings versus stock were the result of fettling by said customer and thought little of it, same for the clutch-type differentials. Then we noticed the car was being shown in the “customer cars” section of another tuning company's website. 

The car was feeling a bit sad for itself when we got it, having lost the only thing that gives an Evo an advantage; the active yaw control rear differential, and running an unoptimized suspension setup. The car was originally set up on the customer supplied soft-compound slicks but we noticed it didn't really need them so we slapped on road-legal soft-compound semi-slicks and finished the tweaks. We were then told we could do whatever we wanted with the appearance of the vehicle, so it got a fresh coat of Ford Oxford White paint and a set of Enkei JS+M wheels sprayed with Alfa Romeo Bianco Spino to call it done.

The Evo X was quite a highly anticipated car in the automotive world. It is very popular with tuners and has a history of being exception right out of the box. Driving it around in GT5 is the same. In stock form it is fast, capable and easy to use. It suits my "point and shoot" style very nicely; get it into the corner entry and mash the throttle out the exit. The car is stable the whole way but does understeer quite a bit. One of the things I liked about it was that if you got off the throttle, the nose would tuck into the corner. This let me come off the brakes a little sooner onto the throttle through the apex and out the other side nice and quick. Speaking of the brakes, they are nicely balanced for my style. The whole package is very nice and it is incredibly easy to turn out a nice lap. My quickest around GVS after 5 laps was 2'14.563" which is a little faster than I figured it would be going into the test.

Adding on the requested parts puts it in a pretty good place. It runs much faster and the handling is slightly better. It will still nose tuck on lift off and the understeer is less noticeable but still hanging around. I would say it has retained the stock feel and ease but at a faster clip. My biggest complaint at this point is that the braking is much less effective. The stock balance does not work here very well. At these new speeds it will need some adjustment. The parts modded Evo turned in a fast lap of 1'59.749" joining only the NSX-R and Stradista in the sub-two minute club.

With a little more than half a second gap will the Evo be able to take down the NSX-R at the top of the leaderboard? Well, perhaps. The first thing you notice about this car is that is it very active. It responds to steering input as if it is plugged into your brain in some kind of "Ghost in the Shell" futuristic-man-machine-hybrid kind of way. It goes and hunts down the apex and puts rubber right on it and, in fact, seemingly anywhere it wants. This makes entry almost too easy, but it is a temporary reprieve. Exit is...strange. Getting back on throttle it has a strange lateral weave. It will understeer and then come back in. If I had to guess I would say that is the AYC's doing. I ran a good 20 laps trying to figure it out or use it to my advantage somehow but still it eludes me. Getting on smoother, gradually reduces the effect but it never really went away completely for me. Besides that quirk, the brakes are good but might be better down a click to suit my style. I think there is still time out there but for now it punches in with a 1'59......680". So the NSX-R retains the top spot for the time being.

Lap Times
Grand Valley Speedway: 1'59.680"