blackrex

Electrically driven turbochargers, no need for antilag as they will use the motors to drive the turbo off throttle.

1mm total, even on both sides with + being toe out. Toe is a very powerful tuning tool, even more so than camber in a lot of areas and it pays to be accurate with it, you can be 0.5 degrees different side to side with camber and not notice it, but you will notice a discrepancy like that with toe settings.

The best way to find the right camber and toe settings for your car and yourself is through empirical testing, unless you have a tire model that your can use, but you probably don't have the time to do so. Different tires need different geometry, what works with one brand of tires may not work with others (the reason why the tire testing that is done by the magazines can be pretty sus). If the car is to be tracked, then tire temps are a good start, you are typically looking for a even temp across the tread face, with maybe a slight drop from the inside shoulder to the outside, (a peak or drop in the center of the tire indicates under/over inflation) if the inside shoulders are more than 10 degrees higher than the middle, then you have too much camber, if the outside is higher, then you do not have enough. The construction of the tires will also make a difference, a more square (looking along the rolling axis) tire will typically want less camber than a rounded shoulder tire. With toe, a good starting point is 1mm out at the front, and 1mm in at the rear, this will be a fairly neutral setting on most cars. only run toe out at the rear of the car if you want the back of the car to provide more of a turning affect, as it will also reduce the stability of the car in a straight line and under acceleration. if you want to get the car to turn in better, then increase the toe out at the front. My car below, runs 1/0 degree camber F/R, and +1mm/-1mm toe F/R, but it does also run on crossply tires, not radials, F1 teams are currently running 0 or + camber on the rear of the cars due to the construction of the tires used.

Brad, I was under the impression (from the Motec V8 support personal) that the COTF engines are all sequential and individual coils (powered by the new M1xx series ECU's) The teams had the option of running either group or sequential firing on the old engines (with the M880 ECU), with most using group fire as it left a few outputs available to be used elsewhere on the car, prior to the development of PDM's E8xx and SVIM's.

There is a slight undercut at that point, however, it is also a thin part of the metal of the diagonal at that point, so the end of the cut will have collapsed slightly when the torch was applied to that area to a point that the thickness of the metal was then of a thickness to take the inputted energy, and was then welded correctly. When I was doing my certificate courses that slight undercutting was acceptable, as it usually showed a greater weld penetration (due to the correct energy being applied) than a weld that have been turned down to retain the non undercut look. If that weld was cut open and tested, you would find that the penetration is equal through the whole circumference of the weld , and that is the ideal condition as then there are no variances in the strength.

Import Monster?

Depending on the helmet, I believe that you can still get the helmets drilled for the posts but it has to be done by an approved person. Call Revolution Racegear, Racer Industries, etc for more info, or you could try CAMS as well.

Same here, as well as the Lulz thread and a couple of others, it seems to happen in Chrome more than Firefox however.

I have a red Cobra Suzuka seat for sale, it has been installed in the car and used for one club event (four laps at that, as I split a hose and couldn't run anymore), but I am replacing it due to fitment issues in the car with that seat and the cage. Other than some marks around the mounting holes, it is clean. $500 picked up from Lilydale in Melb.

I thought that you were driving an auto at first!, very minimal need for gear changes (four per lap by the look of it) in your car. You should try left foot braking into the corners that you do not need to down shift on, you should find some more time doing so.

I've gotten to a point with mine that I feel strange being on track without it being on, and having broken a couple of vertebra in my neck in a sporting accident, I want to try and avoid doing so again.

For the Schroth system to work properly, you need to use the matching belts with them, otherwise standard belts, especially 3" ones, can move about too much when used with them. http://www.demon-tweeks.co.uk/motorsport/harnesses/schroth-profi-ii-6h-slipstop-harness

I remember marshalling that year, we had a different season each day, and on the Sunday about half the track side workers came down with food poisoning midway through the GP due to dodgy eggs in the sandwiches.

They run front brake temp sensors in the V8's and this is used to control the water spray for the brakes, you still need to have ducted airflow for the water spray to work, as it is designed to atomise the water in the airflow. Just spraying the water onto the inside face of the disk will not work, and may lead to failure of the rotor due to excessive localised cooling.

Footage from my car over the weekend, only got two laps in due to falling foul of the noise limits by a long way, and the front splitter pulling out it's mounts.

Do it once, do it properly!

Looks like they have gone for a pull rod front suspension this year, as well as some interesting kinematics in the geometry.

I had the 3l.

So, I wonder if these same plonkers whinge about the close to half a billion dollar refurbishment of the tennis center that is in process now that was required to retain the Australian Open being one of the Grand Slam events? If this work wasn't done, then the Shanghai Open most likely would have been granted the Asia Pacific Grand Slam.

Mine kept on failing in the front suspension, snapped two torsion bars (they lose their spring after about 10k k's, and the car rides on the bump stops after that) I could never keep the bolts tight in the suspension linkages, even after lockwiring the nuts/bolts in place and the engine wore out the bores after 80k k's. The car was always serviced by Nissan at the correct schedules, but it was never really reliable.

They would have to pay me to take a D22 after the hassles with my old one.

I knew that I recognised the R32 when I was talking to Andy before, That is one clean car.

They are allowed to use the rotational energy derived from the exhaust flow through the turbine housing to generate electrical power from the otherwise wasted heat (energy) in the system.

Whilst I have some bias here, I would suggest that you install a data logger and a display unit that will report and record what you want, as well as being able to show you what is happening over a longer period than any gauge will do. When you compare the costs of most loggers/displays they are not that greater than a comprehensive set of quality gauges.