Risking

Got this laying around from years ago when I was racing the GTR. It's been modified to allow the preload on the atressa clutch packs to be adjustable. It's fairly simple to install and setup, im happy to explain the procedure to the buyer. This will not fix a worn out tired transfer case but it will increase the response time of the atessa by applying a preset preload to the transfer case similar to what the R33 does internally Asking $250.00 for the unit and the knowledge of how to set it up. Postage extra pick up from Campbeltown is fine.

The standout today for me was finally seeing Garry Rodgers pull captain crash out of '33 and giving Scott mcglauclan a run. I know the new owner of car '33 was peaking when he heard that news but it was a well driven race for a debut.

Drift is the best end of thread.......

Peterson sold pending deposit clearing.

Photos of Peterson pump sent to everyone who asked for thrm

I've got two pumps for sale from previous cars I've owned and parted out. *Barnes 5 stage used pump. Was on an RB26 engine and has an external scavenger manifold. Has wing mounting tabs. No bracket is supplied. Good working condition asking $400 *Peterson 4 stage used pump. I haven't used this pump but was purchased for a project that I haven't got time to do. Internally in near new condition, internal scavenger manifold, has a frontal mount for a Chevy but the pump can be converted to wing mounts by purchasing the mounts from Peterson. Very good condition asking $500 Pumps located in Campbeltown Can post at buyer expense. Happy to email photos Prices are dirt cheap and not negotiable.

If a car is drifting its sacrificing forward propulsion to lateral slip and hence going slower than it potentially could. Rally guys sacrifice this forward propulsion so they can go faster into a corner as they have more traction in a straight line, the longer they are straight the faster they can go. Due to the low grip they end up sideways, its a trade off for higher entry speed.

Your joking with you drifting around the corner is often the fastest way comment Arnt you?? Low grip gravel rally yes. Any thing circuit orientated your kidding yourself if you think drifting is the fastest way.

How did you come to the conclusion about so called Grip cars wasting energy "fighting" opposing wheels?? I'd assume or comes from the idea of locked diffs causing understeer..... A sorted chassis has no such issues. The majority of the time its the driver not the chassis

Motorsport systems Anthony 02 9890 5544

The idea of ignition cut isn't to kill ignition for the entire gear change either. You only need to cut ignition to release the load between the dogs & engagement rings so you can actually pull the box out of gear. Physically selecting the next gear with power applied to the engine isn't an issue at all. Knowing when the selector is fully engaged is irrelevant, you only need to know when the gear is about to be disengaged. Strain gauges do the best job as they can anticipate the upcoming gear change by the force being applied to the stick and the Rate it's being applied (fast gear change vs slow gear change requires a different cut time for the time it takes to disengage the gear) Hollingers old school micro switch "rocker knobs" are just an on/off switch that indicates the stick is being pulled and leaves the cut time to the ecu. It's a constant cut time and doesn't take Into account how hard and quickly the change is being attempted.

The Hollinger RB26 transmission will bolt up to any of the GTR transfer cases. There is slight internal clutch differences 32,33&34 but the overall principal is the same. We've removed hollingers from 32's and swapped them straight into 34's using the 34 transfer case. Same deal applies with the OS88. Bobby have you looked into the Motorsport systems strain gauges. I know touring cars guys who have done what you are contemplating with hollingers and they reverted back to one of Anthony's shifters for shear reliability and simplicity.

GCG have rail kits on special for $99.00 at the moment

You won't find them period. The majority of the components were fabricated in house by the respective teams (Gibson predominantly) at astronomical costs. The best assumption would be that spares would have been sold off with the cars and due to the age of them and condition they were sold off in, the spares are as valuable as the cars themselves. Hence they won't be parted from the cars. Assuming you want to build a replica you best bet is to have everything fabricated specifically like it was in the 90's and buy period brakes etc.

The big things are air bleed points. Cheap radiators. The factory water pump won't be up to the job. It will circulate the water too slowly over that distance. Hot spots in the system where air sits and steams. The fan setups. The only thing you are doing essentially is removing the intercooler from in front of the radiator and increasing capacity. If you have a good quality cooler now then it probably isn't an air flow restriction. If possible have you ducting coming from the underside the fans blowing up through the radiator and the shroud venting out from the topside. Hot air rises so with low road speed your going to have radiating heat going upwards into the ducting channels only to be sucked back down through the hot radiator via the fans. Yes the hot air should be sucked out but the heat will radiate upwards even when air flow is downwards. Put an air temp sensor in the coupling you fabricate and monitor the heat inside there to determine if its working. Ideally ambient is best obviously Your best source of info is actually to look at as many lotus exige setups as possible. They are done perfectly with air feeds from the bottom, coulings venting into negative pressure air flow, air bleeds at all critical points etx

If your laying it flat you'll need air bleeds on the top of the tanks. Header tank in the boot is not nessiary. It would be far better if you bought a PWR core and built you own end tanks that have a deliberate high point folded into them with a -6an air bleed fitting. Lotus' have a frontal radiator with bleeds at the highest point. It makes life much easier if you use an evacuation filler when putting the coolant in. Sucks the system into a vacuum and that same vacuum is used to draw coolant back into the system. I've seen a couple of failed boot radiators that we've looked at fixing for customers but its usually easier to either redo the whole setup or go back to a proper air dam/frontal radiator setup.

Corner weighting is usually around the 5-600 mark if the car is roughly balanced to begin with. I've had some that have had ride heights all over the place, seized locking collars, stripped wheel studs the list goes on and on with potential problems that can occur. Typically for a road car I'd set basic ride heights, sit it on the scales get an idea of where it sits and if its in the ball park leave it be. Just be sure the car is setup before the alligment.

Send me an email and ill put you in contact with a couple of teams/contacts who have some.

Pretty much all the front running sports sedans in the over 2L category are running a 6L chev of some origin. Most are ex NASCAR There are some odd ball engines in the category but most aren't reliable.

They will be a 2 car team next year but the looks of it. They have 2 pace innovations COTF chassis.

The Aston has Carburreted ex-Nationwide NASCAR engine known as a SB2.2. Would be making around 780hp. Very common engine in sports sedans.

Charlie Schwerkolt's REC for car 18 is being leased to FPR next year so DJR only have one confirmed REC to use being the Morris #49 Owen entry which has landed VIP pet foods for another multi year deal. Morris has left his other REC at tekno so unless DJR can find an REC to lease (fairly sure they are all spoken for now) there won't be a car for j beam to sponsor anyways

Jamie's monster contract has nothing to do with Roland Dane/ a 888 run car. There is nothing stopping whincup from running with his monster signaged helmet (contractural requirement) and driving a red bull livery car. You've got an energy drink juggernaut who are prepared to put multiple millions into a team over several years vs a small (by comparison) company who have a personal sponsorship with the driver. Conflicting due to the nature of the two sponsors but the whole sueing rubbish would be a publicity stunt. Sueing whincup would lead to deflection of monster drinking fans who consume the product because of Jamie. (as stupid as it sounds but that is the idea behind sponsorship) I reckon Jamie will carry on his monster contract and won't renew it next year Or the energy drink giants will begin arguing between themselves

Red bull will pay the legal fees and any entitlements given to monster.......

As of yesterday he had a couple of r33 heated screens that he wanted to get rid off