hrd-hr30

you say petty, I say completely relevant. people should know that they are getting an approximated and average rate for their coil, based on a number of assumptions SK is making (and not telling them about) rather than the actual rate of the coil. (linear race coils excepted)

but you didn't ask for any of that extra info, so if someone had a variable rate coli, you and your calculations would have a bloody clue. my comments stand. so you claim every spring made for skylines anywhere in the world will have the same amount of dead coil? and that somehow you magically know how many free coils each of these springs will have when installed just from that info you asked for? :lol: shit, you are good!

HRCC - Historic Racing Car Club are building the track at Kilcoy. Apparently work has begun on the site, and the track has been graded into the countryside, so its well advanced The Kilcoy Canter would be what you're referring to with the Hillclimb. It was to be run more as a rallysprint than a hillclimb, with two stages of approx 3km and 8km in the foothills and up the Jimna range, just outside Kilcoy. Cars would regroup between these two stages, and they would be run in both directions. Unfortunately plans for this have met with opposition from CAMS and the event has been shelved for another year. But it is still on the cards for the future.

garbage in garbage out is right. you should only be concerned with the number of "free coils" in the loaded assembly. your results are skewed softer than the actual rate. and your simplistic results are merely an average rate for the coil. no consideration given to variably wound coils.

mate, the general concensus around here seems to be that if its not Whiteline, its junk (its like some sort of parellel dimension in here :lol:) Oh yeah, and Japs know nothing about suspension, apparently...

I recently bought an R32 GTR too, and sussed this all out. 1bar = 1.02 kg/cm^2 so for the accuracy of these gauges, they are the same thing. standard boost on R32 GTR is 0.7bar = 10.2psi = 7 on the standard gauge I have heard talk on here of the standard gauge being unreliable though. it might be best to fit an aftermarket gauge, or go to a good workshop and road test the car with a good quality gauge temporarily attached.

yeah I know, how dare i not agree with him! but its good of you to point out to him that there's more than one way to skin a cat. 4 deg camber is all you'll ever need. full stop. Perhaps if you don't know, you should refrain from making ridiculous statements...

who the hell told you 300/250 are good track rates. I used similar rates on my 850kg Improved Production car. Hardly ideal for over 1400kg of Skyline. tell that to all the national and international categories that run in the order of 7 degrees static camber. They all seem to manage to stop. your grandfather die in the war or something?

I was just browsing through the times here and I think I spotted a bit of a stuff-up. V8 Supercabs do 1:10s on the full circuit! These times must belong to the Sprint or Clubman tracks.

why would you expect them to? all normal street tyres are crap on the track. And not just after 1 lap - they have no grip to start with, and only get worse from there.

jeezus, I thought that was top secret!

I'm delivering a car to Newcastle next weekend. If Beer Baron's near there (say 20-30min drive), or could meet me there, I could transport them back for alot less than any other freight you'll find.

I agree, it does sound like the standard shocks are too soft in both bump and rebound. Too much initial weight transfer will cause alot of the characteristics you are describing - nervous turn-in, power-on understeer

yes, more castor will help reduce the understeer. while they're doing the alignment, ask them to check your toe settings too. front and rear toe settings can also be used to tune the cars balance, if they know what they are doing. Don't go making too wild adjustment to rear toe, or you may end up with a very 'nervous' car on high speed corners. stiffening the rear sway bar settings will reduce the understeer tendancy. I recommend even settings on both sides, but others say it doesn't matter and gives extra settings (5 instead of 3) with more fine increments between them. I stand by that giving different handling characteristics on on left and right turns. (not wanting to continue that here, just presenting both sides of the story). Try it for yourself and see. Stiffening the rear bar will probably accentuate the twitchy turn in though too, unless its being caused by changes in rear toe geometry as the suspension moves, in which case it may reduce the effect slightly. if you are getting Tiens, the shock valving will help determine the car's characteristics in transient behaviours - eg turn-in and change of direction, intitial braking and accelleration. Spring rates come into play when the car is 'settled' into the turn. It does seem strange that factory has higher rates in the rear and Tien use softer rears... My R32 GTR has only adjustable castor rods and Buddy club coil overs, everything else is standard at the moment, and there is no hint of understeer. Well, except on off-camber surfaces. My HICAS is still connected and it's not nervous at all on turn in. Wether the system is doing anything is another matter I guess. Predominant characteristic on the limit is slightly biased towards oversteer, which suits me fine. Point is, that my car hasn't got many suspension mods, and seems to have got rid of the understeer that people say affects the GTRs, so it shouldn't be too hard or expensive to do.

I'd recommend Craig at Hornibrook Motorsport. Tell him Harry put you onto him. He's always cheaper than Tyretech. 5 Basalt St Geebung 4034 (07) 3865 1072 Mobile 0401 474 745

woo hoo! I tried to call BLCC again today, but their phone line always seems to be connected up to a fax... Thanks

oh, I see - you only want to remove the restrictions on your class and leave all the other classes restricted. Yes, I'd have to agree that would certainly help late model AWD turbos dominate. you used the VL turbo as the example when you said late model turbo cars would dominate if allowed the same power as V8s, and I was wondering about the logic there. Plus I thought you were talking about removing turbo restrictors across the board in IPRA for the sake of equity. Sorry. I know a few rotary tuners and runners that would disagree about the power benefits of PP, but don't discount the effect removing turbo restrictors would have on late model turbo rotaries either. Maybe the AWD cars would have it all their own way. IIRC, late model cars using the factory head and block are not subject to minimum weights either, which was your argument for not removing restrictors from the early cars. OK fine, you want to protect your settings from other teams, but all I asked was if the offest bushes you were trying to sell me gave the 4 degrees camber as you alluded? (which btw, you still haven't answered) That's not giving too much away to the competition is it? And your ride height is easily eyeballed by other competitors anyway, and could easily and quickly be measured by any of them who particularly wanted to know. Its not the top secret stuff you're making it out to be. I never asked about any of your other setup parameters, and wouldn't on a forum. Besides, part of what I like about competing is setting up the cars myself. I don't see why you are getting so defensive? or what's pissed you off this time? Fact is 4 degrees isn't alot for a dedicated circuit car. And its not just floppy 30+ year old cars with huge amounts of chassis flex that need 6 degrees of camber. Sorry if that offended you. It wasn't intended to. The stuff about #50 was just an observation, and I think an accurate one for the season as a whole. As I said before, if you've got it sorted, that's great. Well done. I'd love to see it take the dominance away from the rotaries. As for the combined touring cars, I'm not familiar with what rules they run under and what restrictions they have with suspension rules or even what type of tyres they run, so I don't know if the IPRA settings translate.

Would they? The Late Model V8s don't dominate IPRA, why would a late model turbo with the same power dominate it? There's only a few late model V8 that really give it a shake, and they're only really any good at fast open circuits. You have to remember the light early model rotaries are restricted too... And if they changed the turbo restrictor rules, the early model turbos would also benefit. well for starters, there are no other GTR's running NSW IPRA, and even if there were, giving away wether you get 4 deg static neg camber out of the Whiteline bushes isn't really going to let the cat out of the bag now, is it? Nevermind, i was only asking out of curiosity anyway. well done on selecting the best race result of the season. You'd be well aware that wasn't indicative of the car's performance for the majority of the season, where it typically ran with Leanne and often lead until a few laps had passed, and it started slipping back towards the rest of the pack. But quote one race out of context to "prove" your point if you want. If you have finally got on top of it, congratulations. I'd love to see the GTR winning some races. Until someone beats you on the track, they can't possibly be right? Good on ya mate. maybe you want to change your sig - you do know everything. BTW, the only thing I've challenged you on is the sway bar issue. I haven't rejected anything else, have I?

no, it was of almost no help. All I asked was, do you get 4 degrees static camber on the front with just offset bushes? And the related ride height question, as you'd be aware the camber varies quite significantly with ride height on a 32. as for sloppy 30yr old ealry model IPRA cars and how you'd destroy all their records if you weren't restricted, remember that the dominant early model cars have always been restricted too... As are the early model turbos. At least late model twin turbo cars get a greater overall area with their twin 27mm restrictors, which is a significant advantage over the single turbo cars. pretty much any category running radial tyres uses up to 7 degrees static camber (depending on the track and conditions) including Porsche Supercup and V8 Supercar, etc etc... Not exactly floppy 30 yr old chassis. Maybe one of the reasons Loftus' car keeps fading in the longer duration races is that it isn't looking after its fronts... I'd also suggest the relatively soft springs and over reliance on anti-roll could be causing problems too. I bet Dave finds he needs to stay off the ripple strips for one thing.

just asking a simple question. or are you still going on about how swaybars work? sorry if I upset you by daring to disagree with the SAU guru...

I can't believe the prices you guys are willing to pay for ordinary old road tyres. Some of the cheap stuff is junk, but some of it is very good too. But the same goes for expensive name brand tyres. The worst tyre I've ever driven on were Pirellis. They were just downright dangerous - in the dry! I took them back the next day. And the Michelin Pilot Sports i had were pretty damn ordinary too. Not dangerous like the Pirelli, but still pretty awful. Best value for money tyre I've used is the Simex SM8000 on an old R31 daily driver and they were as good as any Yokohama/Bridgestone/Toyo road tyre I've ever used. When I needed tyres recently for my HR30 coupe, I didn't hesitate to buy them again - 225/50*16 for $130ea retail. And my GTR is just about due for new road tyres (17"), and I know exactly what I'll be using for it too. I think they're about $170. A friend who has also been involved in motorsport for years has a WRX daily driver and uses Tornado tyres. His 225/50*16 were around $140ea, and they are just fine too - even for spirited driving on the wonderful roads around his Sunshine Coast Hinterland home. If you want to pay mega dollars for a name brand, go right ahead, but they aren't any better than alot of the cheap tyres.

The rear is easy to get adj arms to correct the excessive rear camber. and they most of this Japanese stuff is beautifully made and very good value too are you saying you get 4 degrees static camber on the front with just offset bushes? at what ride height? that's not much camber for a dedicated circuit car, but its about what I am aiming for with my dual purpose car. what category are you racing? Its not the Dave Loftus IPRA car is it?

thanks. The offset bushes won't give me the camber I want, and they're fiddly things. I'll try Noltec. have you ever used their adj arms? I'm not worried about being IPRA legal. Mt Cotton Hillclimb has an AWD Turbo category without any specific rules and the QLD Supersprint series will fit me in somewhere. As long as i get a run I'm happy. i don't have any plans to circuit race the car.

just when you thought it was all over... thanks for your wonderfully insightful input, JCMarshall_Law.

the car in my avatar is a HR30. Had it for a couple of years now, and its the one I had when i joined up here - hence the name... It actually handles very well. But I've got no plans to run it at any events. I'm actually selling that one as well. Too many cars! I bought an R32 GTR a bit over a month ago to replace the 1200 for hillclimbs and sprints. Its still just the way I bought it, with Jap coilover kit (yes, very stiff valving), and adjustable castor rods. Looks like standard bars on it. I'm trying to track down some adjustable upper arms for the front - it desperately needs some camber. If I can't find any (seems to only be the rears that are popular), I'll have to get some made. But otherwise, I'm very happy with the handling and balance of the car.