WR35 Series Lubricants



Transmission fluid


In conjunction with transmission technology partner Borg Warner, Nissan developed their own special transmission fluid for the R35 GTR. It is costs around $100 US per litre (gearbox holds 10 litres), and needs to be changed often (every 1800 miles if the vehicle has had track day use). Many owners are finding this to be overly expensive and has gained the GTR a reputation as being extremely resource hungry when driven hard or in a competition environment. The Willall Racing plan was to develop a superior longer lasting lubricant that would slow gearbox wear to a near standstill and allow more conventional servicing schedules.


Nissan were correct in advising of regular changes, as samples we took from our test vehicle at the 1800 mile mark showed that (under Filtergram testing conditions) fine particles of metal, some as big as 200 microns existed within the transmission. The problem here is that small bits of metal, make more bits of metal, and the whole process results in spiralling and accelerated wear rates. Laboratory testing proved the factory GR6 fluid to provide very little high temperature lubrication, allowing metal to metal contact on the gear faces, creating premature wear conditions, and giving limited 'cushion' to first gear when Launch Control is activated.

GR6 transmission fluid


Blending and then testing a suitable high quality gear oil solution required a two pronged attack. Protecting the gears against wear and metal/metal contact was already well researched, but making this fluid then work correctly with the Borg Warner wet clutches and deliver factory feel through the driveline was the challenge. The perfect balance was achieved after extensive testing, with WR35TM delivering stock clutch feel, reduced gearbox noise, and lower operating temperatures. The best news though is that the wear rate of the gearbox was slowed over 150 times by reducing the metal/metal contact of the gears.


Filtergram Analysis of the factory GR6 transmission fluid after 1800 miles of hard driving is as follows:

GR6 transmission fluid

This image shows a drop (1ml) of the GR6 oil magnified 100 times and then photographed. The green/blue background is the light coming up from under the microscope slide. Evident at this level of magnification are significant metal chunks and debris particles (the gold pieces). These are not clutch material they are pure metal from the transmission assembly.

GR6 oil magnified 100 times

A close up (even further) of these metal particles shows them to be 3 body fatigue wear particles, which are a result of direct metal on metal contact in the transmission. Now the physics goes that for every 1 metal particle it makes 10 more which in turn makes 100, and so on the destruction process goes until the situation is remedied...Lab report states "This contamination is causing the machine damage and should be recitifed at the earliest possible opportunity"

NOTE: These gold bits in the shots are indeed the chunks of metal that make the ordinarily clear/green factory fluid come out grey/black.....

Now we switch the same transmission over to WR35TM transmission lubricant and put it through several punishing track based heat cycles (greater test duration than the standard GR6 fluid). Here are the results from the same Filtergram process:

WR35TM transmission lubricant

At 100 times magnification there is very little of anything in the oil, possibly other than some leftover background contamination of the original transmission. Note the photograph is a slightly different colour, as the WR35TM transmission fluid is red rather than the factory Nissan green. Overall at 100 times magnified it is spotless.

WR35TM transmission lubricant magnified 100 times

Magnified further shows a single particle of 3 body fatigue wear in the fluid, which the lab suggests may have indeed been from the previous fluid. Regardless, and accepting that this may be a product of the WR35TM, the results show that we have slowed the transmission wear by some huge multiple number of times ( around 150 - 200 times lower wear rate).


These comments have been posted directly to Willall from customers that have used WR35TM in their R35 GTR and have not been altered in any way other than to remove vehicle identity

"Did the oil change today at 1000 miles. Fluid was green with a slight grayish tint to it, - car was never tracked, launched, put over 4000 rpms, nor has race mode ever been engaged. Change was as you said - easy to do, and looking forward to less metal wear in future. Thanks for the product!! The gear shifts in auto around town are definitely quieter. At 1300 miles, I'll be letting her rip! Will let you know the latest as it comes."

"Hello, I have changed the transmission oil of my GT-R r35. I am thanking very much to WILLALL RACING- Australia! Their transmission oil is making my gearbox working more quietly!!!"

"At 1300 miles, I opened 'er up, and loving the car. I can't tell about any shift change differences in non-race mode ( re:some posts suggesting that a thicker oil would equate to a slower gear shift), and couldn't comment on R mode as I never put the car in race mode until 1300 miles, at which point I had already changed the oil. I see your point on the slight sweet smell area, as I can detect a slight sweet smell when stopping for any length of time. Not objectionable - actually quite pleasant, but someone in the know would definitely be able to tell a difference. Shifts are extremely smooth and QUIET- I mean really quite a big difference on quietness!! I plan to attend a race event with other GT-Rs next month, and we'll see if anyone notices a difference when driving my car in regards to smooth shifts. There is talk of changing our transmission oil there, and while I'm not planning to do that, I may take a sample for analysis to compare with other cars there."

"Ever since Willall launched their upgraded GT-R transmission fluid, WR35TM, I have watched, listened, and observed from a distance. Those of you that know me, understand that I am very conservative before recommending products for the cars we work on. And of course, there is the endless debate about using non-approved Nissan fluids in the transmission. For the most part, I have stayed out of the discussion, because I hadn't actually tried or tested the product.

In the most basic terms, running a thin ATF based fluid in a sychromesh manual gearbox, cannot be the best solution out there. And after two days at Road Atlanta, seeing temps of 270F after 3 laps around the track, pushed me to give the Willall fluid a try.

So a week later, a big tin of WR35TM arrived at our shop. After changing out the fluid, I noticed one thing IMMEDIATELY: The gearbox operation noise was reduced by at least 50%. No more clunking between shifts, or switching between P/R/D. The second thing I noticed immediately, is that the annoying driveline whine had also diminished dramatically. These observations supports the claim, that Willall's fluid provides a much stronger boundary layer between gears and other moving parts.

Second thing I noticed, is that the shifting speed, and overall operation of the gearbox, was 100% OEM like. I felt no difference shift speed, shift firmness, or anything else in relation to the physical operation of the transmission.

Last week, we spent the whole day lapping at Virginia International Raceway. This was our first experience with WR35TM on a circuit course. The transmission didn't miss a beat, as expected. Based on feedback I received from Underpressure, and Derek's car, it appears my trans temps were about 10 degrees cooler than theirs, and it took much longer to reach to those temps. Although part of this temperature difference, could be attributed to their faster lap times, it appears that the Willall fluid is less prone to heat soak. Given enough laps, I imagine my maximum temps would probably match theirs, but it is interesting to note it takes LONGER to build temps in the transmission. I have another test session at Road Atlanta next week, and this will be a more apples to apples comparison of transmission fluid temps."

"Ok, just got back from Road Atlanta. A punctured radiator from a rivet that was kicked up by another car..cut my day very short. But I can tell you that it took 8-10 hot laps to get oil temps to 270F with Willall Fluid. It took just 2-3 hot laps to get the OEM fluid to that level."


Transmission fluid

Designed primarily for heavily tracked and full race R35 GTRs with the GR6 transmission, and developed with scientific analysis in the laboratory, and on the track with raced GTRs running hundreds of laps of testing during the past year, Willall Racing are proud to release their new WR35TMVS (Victory Specification) Dual Clutch Transmission fluid. Having the same unique proven WR35TM formulation that is powering the transmissions in the worlds fastest and quickest GTRs, WR35TMVS adds a unique additive package to assist GTR transmissions that are shock loaded with extreme launch counts or are having upwards of 600awhp being pushed through them. WR35TMVS is the perfect addition for the 1000awhp Super GTRs currently being put together around the world.

The key to the new WR35TMVS formulation is pro-active cushioning between the gear faces at all times using a unique Solid Boundary additive. Think of it as millions of tiny plastic balls in each 10L container of WR35TMVS that forms a plasticised barrier between the gear contact faces, bringing down the shock of gear engagement at high power and torque, whilst still allowing the GTR transmission to shift at its super-rapid factory set timing interval. The WR35TMVS design team tells us "The GTR transmission is at most risk when being rapidly loaded, thats means shifting at full power while the car is light over a crest or partially airborne, or in the case of some of the 1000hp super GTRs being built simply from shifting at full throttle. WR35TMVS addresses these all important issues and offers that extra layer of protection the GTR needs in these extreme applications whilst still retaining the same excellent base clutch friction properties of WR35TM and wide extended service intervals." Willall tell us that more WR35TMVS data will be released in the first week of January when the product is on the distributors shelves.

Shipping in a 10L container each WR35TMVS comes with enough transmission fluid for a single GTR with top up if required, and a year of free laboratory analysis to help race teams and enthusiasts alike plan their transmission maintenance schedule.



With a growing number of companies building and modifying GTR transmissions we are getting more and more requests to formulate a special fluid that allows big clutch and gear equipped GTRs to drive smoothly and reliably in daily traffic conditions without the snatchy and jerky behaviour that goes with some of these modified transmissions.

Months of testing and development was undertaken in a number of different horsepower level GTRs with highly modified transmissions before a special new blend of transmission fluid WR35BTDF was released. Our promise is a fluid that delivers the trademark Willall smooth silky performance with all of the clutch grip properties to handle power outputs in excess of 1000whp. Check out the independent test comments –

"As some of you may know, a couple months ago i built my gr6 with XXXXXX super stock clutches , 1st gear and the usual small parts. I swapped to XXXXXX fluid because, well, XXXXXX clutches so I guess logical choice was XXXXXX fluid.

During the initial break in period, the transmission's behavior was very poor. Shifting was ok but 1st and 2nd gear clutch take up was very poor. The problem I was having was even with the highest tp setting there was very little "creep" which made the take up very very jerky and when coming on the throttle in 2nd gear it was also very poor. The XXXXXX fluid did well when cold but as it got more heat in it the performance of the gearbox got worse. After discussing it with the Willall Engineers, we decided to experiment with a different blend of the Willall fluid that catered for aftermarket clutches.

As soon as I swapped the fluid there was an instant improvement in the take up of the 1st and 2nd gears. Adjusting the tps actually made a difference to the gearbox now. When I added lc4 software, the combination of that and the new fluid made the take up extremely smooth. I also noticed the temperatures in the gearbox rised alot slower with the Willall and stabilized a lot lower than the XXXXXX.

Driveability of the car has improved tremendously. I was also able to do some hard driving and launching with the gearbox this weekend before my little track mishap. My temps never went over 100c (I have the kansai cooler) and what impressed me the most is that I launched the car 8 times within about a 30 minute period and each one felt consistent. No clutch overheat, no slipping, no excessive temperatures.

Im sure XXXXXX's fluid is good stuff, they make pretty solid products but the gr6 is a funny creature and IMHO the Willall built transmission fluid is the only one that has been able to give me the best of both worlds-very good streetability in a range of temps with no sacrifice on track."


Transmission fluid

A new formulation for primarily street driven and cold weather climate GTRs, WR35TML is a 'Light' formula transmission oil that still retains all of the excellent protection properties of WR35TM and does this along with also retaining the same green colour as the factory fill transmission lubricant. The only real difference in visual qualities between WR35TML and well used factory fluid is that our new 'Light' generation fluid doesnt oxidise, go black, and require changing at anywhere near the same intervals as the factory fluid. In fact even with 4 -5 hard driven track days a year, and having the transmission temperature gauge showing over 240F there is still no 'instant change' requirement with WR35TML as there is with the factory fluid.

Other than the new green colour WR35TML differs from both conventional WR35TM and WR35TMVS by offering slightly lower viscosity formulation that makes it suitable for climates where freezing conditions are encountered on a regular basis. WR35TML still retains the Willall twin clutch fluid trademark of greater film strength, greater protection of the gear faces, and better clutch drive additives than any other DCT fluid currently available. In fact changing out your factory fill transmission oil to WR35TML will instantly add extra protection, quieter running, and greater temperature resistance to your GTR.


GTR with WR35ATS posi lock

Providing and maintaining positive clamp force with reduced slip WR35ATS is the high performance fluid of choice for the R32-R34 Skyline GTR Transfer case. Capable of withstanding massive temperature before oxidation occurs WR35ATS prevents the common problem of burned transfer case fluid leading to slipping/damaged clutches and reduced front wheel drive.

Developed on the race track in real world conditions and in genuine 8 second ¼ mile GTRs WR35ATS has a proven record not only for short run high torque requirement drag applications, but also for the more demanding and heat stressed conditions of circuit racing. Characteristically you should notice increased front drive in the form of improved traction and more positive engagement of the ATTESA system with WR35ATS in place. Almost zero oxidation means less frequent change intervals and overall longer component life. WR35ATS comes in 1L containers


Transmission fluid


Using the lessons learned formulating a superior and world leading Dual Clutch Transmission Fluid for the R35 GTR, Willall Racing are proud to offer their WR35TMX full synthetic transmission fluid for the SST Dual Clutch Transmissions found in the Mitsubishi Performance range start with the Lancer Evolution X. Using long lasting superior additive packages to give improved clutch drive, and having all of the gear face protection of conventional WR35TM for GTR, WR35TMX has proven itself with hundreds of hours of track testing across four continents, in climates ranging from Desert Summer through to Northern European Winter.



Mitsubishi advise some wide service intervals with their factory SST Fluid so we put this to the test gathering samples from across the world from daily driven cars that have never seen a track, through to heavily tracked examples that have used the inbuilt launch control feature many times over. The story was always the same, inadequate film strength at higher temperatures causing premature gear wear. Here are the Filtergram lab test results from a hard street driven 8000 mile SST transmission using factory fluid -

We actually look at what is happening in the oil using high quality microscope and camera technology. We do this by taking a 1ml sample of the oil and then washing it through a 0.3 micron membrane filter at 150psi pressure. This leaves any and all contaminents in the oil....from there we can identify them at 100X magnification. Filtergram is industry standard high end oil testing technology and is perfect for a wet clutch DSG gearbox arrangement where components of different material construction all have the common lubricant.

SST transmission fluid

The shiny bits are 3 - 5 micron 3 body fatigue wear particles. These metal fragments are caused as the result of a foreign body being caused through a load bearing zone of the transmission creating a crack or dent in the structure. This wear will then continue and escalate till the fluid is changed and the transmission flushed. The concentration of this wear is on the high side indicating the fluid be changed more regularly.

SST transmission fluid

This is a Sliding wear particle of 70 microns in size. Sliding wear is created specifically when the lubricant film strength is not sufficient and the two surfaces break through the hydrodynamic oil film and start running metal on metal. This kind of wear is concerning and shows that greater film strength lubricant is required in the transmission.

SST transmission fluid

Another Sliding Wear particle this time at 65 microns. These particles caused by metal on metal transmission contact will in turn create more Three Body Fatigue wear in the transmission until they are flushed.

SST transmission fluid

Dark Metallo Oxide particles at a large 350 microns in size are a good indication that the transmission lubricant is being over-driven. Heat and pressure in specific areas of the gearface will cause lubricant starvation and its here that Dark Metallo Oxides will form and create further transmission wear until flushed and replaced with a more effective lubricant

SST transmission fluid

This is a little more concerning, known in the industry as 2 body Cutting Wear this damage looks very similar to conventional machine swarf, and is formed the same way when hard debris is forced between the gear faces and cuts through the surface material. It is imperative that this condition be remedied for the long term survival of the transmission

SST transmission fluid

Last but not least is the presence of Red Iron Oxide crystals at 45 - 50 microns in size. Their presence indicates that there is some water content in the transmission that is not adequately drained or sealed. These in short are rust particles, and another pointer towards more frequent service intervals.

So how is this SST Transmission holding up on factory fluid? The answer isnt a short one. There is more 3 body fatigue and sliding wear than should be considered acceptable in a transmission of this age and mileage. Concerning is the 2 body cutting wear which shows that foreign material has actively been machining sections from the gear faces and bearing surfaces. This SST transmission is typical of most that we see showing more accelerated wear than you would normally find in a conventional manual transmission due both to inadequate lubricant film strength, and service intervals that are too wide for the application. With WR35TMX in place we have shown to reduce these wear rates 100 - 120 times, which is significant, but not out of the question when the original lubricant witnesses to be marginal in film strength at high temperatures.

In summary switching to WR35TMX will give the Mitsubishi SST Transmission

  • Improved Clutch Torque capacity (up to 10% greater torque handling)

  • Firmer shifting and less clutch slip at increased power levels

  • Lower Overall Transmission Temperature (slower temperature rise)

  • Reduced transmission wear and longer life


These comments have been posted directly to Willall from customers that have used WR35TMX in their Mitsubishi SST and have not been altered in any way other than to remove vehicle identity

?I did a good amount of driving today, its worth mentioning that 99% of my driving these days is done in manual mode in S-Sport. I have definitely noticed that shifts are more crisp in all modes. No difference in the speed of the shifts... but the engagement is definitely more positive in all gears when upshifting, and the rev matching during downshifts is a lot smoother. When shifting through the gears in super sport, the fast shifts coupled with the solid engagement of the clutches feels amazing. The next part is a bit harder to explain, but it seems that my gearbox runs quieter. The "chatter" that I used to get while cruising along is not there anymore.

Oil temperatures are a lot slower to rise, I do not know if the fluid has anything to do with this, or if its all due to the addition of the cooler. In stop and go traffic the temps will still rise rather quickly especially in hot weather. I have noticed that when I switch the fans on, the fluid temperature drops much more quickly. I just installed this stuff but sofar I am very impressed with the willall fluid. My car is daily driven, and I am tempted to go and hit the drag strip tonight.I will continue to post feedback especially if any negatives come up. I?d like to thank Willall Racing for their professionalism and courtesy over the phone, and for getting this stuff to me fast. Took one week to get here all the way from Australia!?


WR35DF Meets and Exceeds API GL5 Service Classification

Differential fluid

WR35DF is a fully synthetic 75W-140 Limited Slip Differential fluid specifically developed and tested in the R35 GTR front and rear differential assemblies. Engineered to drastically reduce the amount of binding suffered in the rear differential during slow speed cornering (particularly under full cold conditions) WR35DF utilises unique Solid Boundary technology to smooth rear differential chatter and drastically slow the wear process that occurs in these differentials under track conditions.

Top level protection is guaranteed for the front R35GTR differential which runs a critically low quantity of fluid from the factory and can suffer from extreme temperature rise. The low friction of WR35DF reduces temperature of the front differential dramatically and provides smooth and quiet operation under all conditions.

GTR on the circuit
Willall Racing Development GTR temperature testing WR35DF on the circuit

The addition of our unique Solid Boundary technology adds an extra film of strength between the meshing gears in the differentials which reduces the pure friction generated as the differential gears attempt to touch each other to produce torque. It is under these track style conditions that WR35DF is unsurpassed as a specialist GTR differential lubricant.

Filtergram testing the stock GTR differential oil after a 3000mile test loop involving a mixture of track and daily driving showed that the differentials in the GTR are working hard from the factory. Metal fragments as shown here will cause accelerated wear in a short period of time, requiring constant and frequent changing, or the adoption of a superior lubricant.

Oil Testing

With the differentials now filled with WR35DF the same testing was once more undertaken with even more track work and higher ambient temperatures, with the difference being plain to see. The difference in background colour of the WR35DF sample comes from our unique Solid Boundary additive that cushions the diff gears and results in almost a total elimination of wear metals.

Oil Testing


These comments have been posted directly to Willall from customers that have used WR35DF in their R35 GTR and have not been altered in any way other than to remove vehicle identity

"Cant believe what you have done for my GTR guys! The car almost used to lock-up when I reversed out of the driveway in the morning but now it's as smooth as silk with the WR35DF in the differentials. I must admit I didn't really believe at first but now WR35DF is the only fluid to use."

"Previously we have been using XXXX differential fluids in our track cars and we have never had a problem but then we got a GTR. After only 10 laps of Laguna Seca we dropped the differential oil to change it out and I can tell you the front oil was black as the raw oil you see coming out of the ground, and boy did it smell bad. We changed out to WR35DF straight away and did the same test. We could not believe that it came out exactly as it went in. That solid boundary sure does something!


WR35MO Meets and Exceeds APS Service Classification SL, SJ, SH / CF, CD, EC, ACEA A3/B3

Synthetic engine oil

High load track testing has enabled Willall Racing to formulate a specific oil blend for the R35 GTR and its unique Plasma Bore equipped VR38DETT engine. Aims of WR35MO development were centered on eliminating the R35 GTR tendency to use engine oil between changes, and protect the bore walls of the engine from premature wear. To do this WR35MO has over 15% greater film strength and viscosity at 100 degrees celcius (212F) than the standard oil resulting in better oil pressure under extreme conditions and greater engine protection.

The key benefits of switching the R35GTR to WR35MO are:

  • Tested and developed in an R35 GTR for R35 GTR applications

  • VR38DETT oil consumption eliminated

  • Much greater oil film strength at 100 degrees than factory fill

  • Plasma bore protection improved via increased oil film strength

  • Cooler oil temperatures due to friction reduction

  • Increased bearing life

  • Stable under wide environmental conditions

  • 100% Synthetic

GTR lining up for the pass on a Porsche Turbo
Racetrack testing with Willall Racings WR35MO filled GTR lining up for the pass on a Porsche Turbo


Here is a Filtergram comparison of factory fill GTR engine oil versus WR35MO 10W-60 Full Synthetic during the development phase. Both oils had completed 1200miles of running, which is not a lot, but it did include an equal amount of tracking, equivalent to 3 full track days on each oil in ambients ranging between 85 - 90 deg F. The first analysis is of the 0w-40 factory engine oil.

Factory Fill GTR Engine Oil

A typical Filtergram 100x magnified sample shows there is a considerable about of bearing material in the factory oil after such a short time, even taking into consideration the high load running condition the engine had experienced. Fuel dilution was close to 3% (normal for a hard driven GTR) but the wear rate of the engine was simply not acceptable. Oil temperatures were kept below 230F during the testing phase, but regardless these wear rates are simply too high.

The same Filtergram testing is carried out again after a switch to WR35MO 10W-60The photographic Filtergram evidence is there and very clear for all to see with some wear still being present, but very little in comparison, with the type of wear being known as '3 body Fatigue' wear in the order of 3-5 microns. The high quality and high strength hydodynamic film in WR35MO has protected the engine many times better than factory fill under extreme pressure conditions, with wear rates slowed down dramatically. In this case the pictures tell the whole WR35MO story.

WR35MO 10W-60 Engine Oil


These comments have been posted directly to Willall from customers that have used WR35MO in their R35 GTR and have not been altered in any way other than to remove vehicle identity

"When using factory fill oil over in our hot climate here in Thailand the oil pressure of the engine could drop down to the low mark on the gauge which really caused me to worry even when there was low oil temperature. Once I changed over to WR35MO I could see straight away that the engine oil pressure was higher and that gives me plenty of confidence thanks guys at Willall Racing."

"I was not alone when I got a bit disturbed about the oil that my GTR engine was using. When I checked with some other guys in my area we had all seen nearly one quart of oil use in under 1000 miles of driving before the first service. My dealer tried to put in XXX-XXX but I told him forget it I am only having Willall. Guess what I haven't used any oil since either."

Oil Cap

Each single purchase of WR35MO now comes with a neat plastic coated aluminium badge that sticks over the existing GTR oil cap and lets service technicians know to only use WR35MO in your VR38DETT engine


Getrag Clutch Fluid

Different families of Dual Clutch Transmissions need different kinds of fluids to give their very best performance. Whilst a 'One Size Fits All' formula is suitable for some lower end lubricants the Willall range is tailored to match the specifics of the transmission. WR35GT has been formulated to meet and exceed the requirements of Getrag and ZF Dual Clutch Transmission fluids as used in BMW, Porsche, Volkswagen and many other different vehicles.

The key advantages of using WR35GT are not just the smoother and quieter operation that has been a Willall Racing transmission fluid trademark since day one, but also the greater gear face protection that the Willall Racing formulation offers. Service intervals with WR35GT are also extended markedly with no measureable oxidation or fluid breakdown being present in even the hardest driven test cars used during the WR35GT extended development campaign.