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anything from the stables, we’re trying to get as much power as
possible out of it. With this, we wanted to make it as wild as we
could in the time frame. The only rule Lamborghini set was that it
needed to retain their hallmark natural aspiration.”
Not that Mike was complaining: “Like anything with an odd
number of cylinders per bank, the V10 just has such a unique
sound.”
First thing to go on was a full system from Fi Exhaust, followed
closely by a K&N kit and then a 200hp (150kW) shot of nitrous. To
cope with the additions such as nitrous, a piggyback Syvecs S12
plug-in ECU was also installed. This gives total control over launch,
nitrous, backfires, and so on, while also providing data logging
on many aspects of the car. Lamborghini was also able to give it
another 75kW just by changing maps in the factory ECU, as this is
the same engine set-up found in their GT3 and Super Trofeo models.
The nitrous is activated via rpm — as Mike found that when
they ran nitrous triggered only off 100-per-cent throttle position in
the ‘JAPBUL’ RX-7, he was full throttle everywhere, and man did that
empty the bottles fast.
During that first track shakedown it soon became obvious that
they would have a fight on their hands to overcome the complex
electronics that make these cars so great to drive, in order to
actually drift; it’s packed with driver aids, none of which is helpful
when trying to induce and maintain big angle oversteer. The one
saving grace, according to Mike, is that when you select Corsa
mode — one of three modes it offers that turns off all driver aids
— “you can bounce it on the limiter as long as you want without it
forcing a gear change; in most other cars, even in their sport mode,EXTERIOR
PAINT: Custom camo paintwork by Mike and GT Refinishers
ENHANCEMENTS: Modified Liberty Walk widebodyINTERIOR
SEATS: Factory
STEERING WHEEL: Factory
INSTRUMENTATION: Factory
EXTRA: Half-cage with harness bar