Risking

If there is enough interest I'd be prepared to put together a 4 inch system group buy. Only interested in doing them with high quality material and mufflers etc.

Sucrogen E85.

I don't think anyone has seen FPR or 888's full hand as yet. Nice showing by loundes but the two teams with the most COTF testing and building experience also have the largest stakes on the table come championship time. A car that fundamentally has more front end grip and basically the same drive characteristics won't be that hard to adapt to. Will Davidson called for a 30min shoot out with a substantial prize last week. Something that was ignored by the rest of pit lane. I think yesterday the top teams were just waiting to see who would go balls out first but no one did so they all kept reins on the cars.

Is this that same car that's on eBay at the moment?

I think Steve is organising it to go for paint next week. We finished off the rear firewalls and throttle pedal bracket this week. Been getting one of his other cars back together as well.

Good choice to keep it

Yes SBR were accredited but I know they hadn't actually begun building a chassis. Wasn't sure if they had time to build them or buy pace kits. Will have a look and be able to tell.

Fabricated this up and we have now changed direction with the power steering a bit so its no longer any good in this location. Has been used for 3-4 hours on the dyno and now changed the layout so its for sale. Asking $220 and will post anywhere in aus. Has -6an return fitting and -10an supply to pump fitting

Selling this out of my workshop as its been a storage hoist for almost 2 years and I'm wanting to change the workshop around to facilitate a new fabricator that's moving in. It was serviced about 3 months ago and 12 months ago it had a full rebuild including lifting nuts, drive gears and chains. The hoist is a screw type so no hydraulics to leak. Has a current work cover certificate and is perfectly safe. In 2 years its been lucky to go up and down 20times and has only had 4 cars stored on it in that time. The motor requires a new rear bearing its fairly noisy but works fine. Lower limit switch is broken from a trolley jack and needs replacing. 3 phase power required Model is tek3000 3tonne capacity. Asking $1500 Located in Campbeltown can arrange removal and installation from city wide hoist services at additional cost.

Whiplash do you know if Erebus are using the pace innovations chassis or are they using a team accredited chassis from someone else?

The DVS ride of casey stonner's has arrived. It's actually an ex lowdnes chassis though it was originally said to be an ex whincup chassis. Roland sold the chassis about 12 months ago and bought it back to run stonner in this season. Good to see Aaron Tebbs running at the test in an ex Kelly racing VE, the car his testing arrived at the workshop literally in milk crates and on pallets only 5-6 weeks ago, credit to him to get the car assembled so quickly. Hopefully he can step up from national touring cars into DVS this year. Old mate policina has netted himself a current spec car too Duncan. Running it from armourmotorsport in DVS, his come along way from the old combined touring days with virag and loscapio.

Don't go backwards and put a Ps2000 in it. Buy a Motorsport components shift knob and control unit and have one of the unused inputs to the pro re wired and configured to suit.

Done.

The question to be asked is what are you doing with the car that requires such extravagant cooling of the brakes??? There was production cars running around Bathurst last weekend with nothing more than pads, rotors and fluid which survived fine. If your planning to do 30-60min races on tight circuits I'd understand wanting to gear the car up like that. If your planning to run open track days and sprints then its a massive overkill. For what it's worth the supercars don't use the ECU to control it nor do they have a temp sensor anymore. On circuits they want to use it (normally only 2-3 meetings a year) they turn the function on in the PDM and use a lap counter activated output that references pedal pressure, vehicle speed and pressure duration to determine how long its going to spray the mist. Temp sensors near the rotor were unreliable and inacurate, temp sensors in the callipers failed and required replacing every meeting. The PDM method is simple (for their tech engineers its a walk in the park to setup once they have brake data), requires no more sensors that are sitting in massive localised heat and the PDM is there with a billion outputs so it may as well have been used I'm doing a GT3 lotus exige at the moment which is having the brake ducting and PDM controlled pump refurbished. Its also got a provision to run coolant from a separate system through the callipers if the need was ever required.

Was the previous engine blow up a spun bearing by any chance?? It's so common this happens when a small bearing particle blocks the head oil feed from the previous blow up and you end up with stuff all oil to the head. It's bloody hard to have the galleries cleaned out perfectly unless the original restrictors are removed. A lot of engines I've seen built by various Motorsport teams like the supercars have external feeds to the cylinder head with inline filters to prevent this happening.

Photos up of the pump and the bracket. Ive got 2 of these spare now so 2 setups ready to go. Can supply an exchange sump to suit for $770

Those wilwoods are a very average setup overall. The callipers have a terrible open bridge design and they flex horribly. The lug mounts they use also flex a lot if you dont have the callipers spot on centred to the rotor. I've used them on lighter road cars like MX5's and pulsars in the past with little problems I fitted a set up to a Toyota 86 a fortnight ago only to remove them after a track day and change over to an AP calliper. The pedal feel was horrendous at 3 corners at Wakefield park. AP's being tested on Wednesday but already on the road they feel so much nicer under firm braking.

Any word about when I might be able to collect the parts I've tried to organise with you? Thanks

Where in Sydney are you located? I need a dash loom. The one from behind the dash board that runs from kick panel to kick panel.

The single stage setup looks the same as this but only one stage on the pump obviously. These photos are of the "surge tank"system. Imagine a fuel system setup with an external surge tank. However using oil. The front scavenger stage acts like the lift pump in the fuel tank, and the rear pressure stage acts like the external pressure pump. The tank has some airation baffles and things going on inside, it obviously returns back the sump same as a fuel surge tank does.

Single stage pump isn't anything new. It been done a million times over. I have been doing them in kit forms for years, aviad single stage pump, 6061 alloy bracket, balancer, drive mandrels etc. Now doing a surge tank type setup using a two stage pump to eliminate the oil surge aspect of running a wet sump/external pump arrangement.

Would you even fit into an mx5

The thing to look at is surface area not diameter. Your 3in exhaust is 7.06in Your 2in screamer is 3.14in Total surface area of 10.20in A 3.5 system has a surface of 9.62in I can't see that being a problem as a 2inch screamer pipe is way overkill and you wouldn't be anywhere near its capacity. Most 1.5in gates are adequate So 3inch at 7.06in 1.5 screamer at 1.76 Total of 8.82in surface area A 3 inch exhaust would Sufice and not be a restriction at most people's level if the merge is right We've regularly used 1.5in gates on 400-450kw engines with no problems so I highly doubt the 1.5 screamer is at capacity on most people's 300ish kw setups A 3.5 inch exhaust (which is typically what we use for anything 400kw +) would have a greater surface area than the dump and screamer pipe. It couldn't possibly be a restriction if the merge is done right. My math might be off having done it on an I phone calculator but it appears correct.

The ammount of exhaust gas being bypassed on boost is not that great compared to the ammount required to drive the turbine. Years ago I did a back to back on my race car with internal GTRS turbos and then the same turbos with external gates/screamers and welded up internal flaps. Made no power differnece but boost control was more steady over a long period (say ec main straight and Bathurst) We ran it on the dyno twice and the tune was the same. All the lambda logging was the same too. Only differnece was the boost was a steady 28psi instead of a slight wave from 28-30psi. A waste gate merged at 90deg to the main pipe or even 45deg to the main pipe is not much good but is the normal easiest way to do it. You won't notice squat difference driving it around on the road if the merge is good.

If back pressure increases in the exhaust its due to the merge of the two gases not being correct. Not because the waste gate is plumbed back