djr81

You won't see it. It was a support race for the Australian Grand Prix - at Adelaide. Channel 9 may have broadcast it, but I doubt it. The car was comprehensively fkd. The right front corner all squashed in & the roof somehwat lower than it should be. Inside the car bars are all bent & busted. The Group A cars were governed by tight rules with regard to turbos. Also the turbo tech in the early 90's was nowhere near as good as now. In any case the gearboxes on the r31's were rubbish - a very common cause of DNF's. They would not have handled any more horsepower than they had - arguably the couldn't handle that properly anyway.

Oh dear. Look it is all bollocks. At Wanneroo: The fastest lap time in the 1990 race was Jim Richards at 60.3 seconds. In 1991 it was Mark Skaife with a 60.42. In 1992 Jim again with 59.71. These days the V8's get around the track in a much quicker time. In last years final race (ie when everyones control tyres are stuffed) the winner (Winterbottom) managed a 57.7 second lap. He qualified with a 56.4. The reality is that at just about any circuit in Australia the Gt-Rs times would put it on the last row of a present day V8 grid. The other thing you will notice about the old race fottage is how few cars there are in it.... Look I love the GT-R's as much as anyone. Hell I own one. But lets not be too sentimental about Group A racing - the racing was mostly rubbish. Usually nothing would happen until Tony Longhurst (BMW M3) would punt John Bowe (Ford Sierra) off the circuit when his tyres went away. The only reason the 1991 race time record still stands is you get a safety car about every ten laps these days. The old record stays because a quirk of fate meant they didn't get many safety cars in 1991. Unlike 1992, for instance. Lastly 650rwhp? Where did that number sprout from? No one has ever claimed the Group A cars ran that kind of horsepower.

Been having a search around the site & there appear to be plenty of Targa Tassie & other random in car Youtube offerings from SAU members. The does appear to be a lack of in car videos from circuits, however. It would probably be illuminating if people could list the circuit, the car, driver & lap time (if you want) & perhaps the camera type/set up if that is your thing. Anyway to start off: Circuit: Collie circuit Car: R32 Skyline GT-R. Driver: Given the observations about dark nights & driving out of sight I guess that would be me. Lap time: 50.15 seconds. Camera: Old Canon point & click mounted on the parcel shelf. Link:

Ferrari have used the "we are taking our bat & ball & going home" trick before. It is how they screwed a disproportionately large amount of money out of the previous Concorde agreement. It meant they recevied more for winning a championship than any other team would have. Which is pretty wrong. The difference then compared to now is Ferrari had an almost viable alternative ie Indycars. Now there is none. So yes F1 needs Ferrari. But I suspect Ferrari needs F1 more.

You may actually get away without paying tax on them. I,err, someone I had a passing acquaintance with didn't get slugged for import duty. The downside is you have to be prepared to wait. Mine took quite a few months (yes months) but when I did get them the date of manufacture was two weeks old, ie it was a case of Nengun waiting for Rays to make them.

For the love of god, Albany to Perth & back is a day trip at most. Fkn Perthies. The road is fine. Yes there are a few coppers on the road, mostly around Mt Barker & then closer to Albany. Remember though, it is the content of the fuel tank that determines when the next stop will be, not the content of the weakest bladder in the car.

Look, with all due respect Motul RBF 600 and/or 660 IS A DOT 4 FLUID. It is therefore compatible with other dot 4 fluids. There is no good reason to use dot 5.1 fluids, Motul or otherwise. The dot 4-600 range perform better, ie have a higher boiling point. The hint is that the 600 (or 660) term in the title is a reference to its boiling point in degrees fahrenheit. The reference is here: http://www.motul.com.au/product_line_up/fo...s/others04.html http://www.motul.com.au/product_line_up/fo...s/others03.html Fresh fluid (of almost any description) is as good as tired RBF600 fluid. You lose approx 100 degrees celcius out of the boiling point when the fluid is old & wet.

The guage doesn't understand how shagged your attessa system may or may not be. It assumes it is working perfectly & displays how much front torque you would have if the system was working properly & the motoro was standard. What frequently happens with Gt-Rs is the clutches in the attessa system wear. This causes the clearances in the system to become out of tolerance & you get a slow reacting system - ie more rear wheel torque than it should have. Given the system is old, slow to react & calibrated for a stock motor it is quite easy to end up where you are ie with a GTR driving like a GTST.

Yeah well whatever Max & Bernie are smoking they should stop it. The engine proposals they keep coming up with get more & more strange by the week. No they are after something called a universal engine which is to be used across categories. I have always been a fan of Bernies but I think he has finally lost it.

The Cosworth V8 that Williams used a couple years back pulled 20,000rpm not long after it first ran. Mostly the engine freeze meant alot of very talented people got sacked.

See, I told you Collie is a fun circuit. Did you run on Saturday arvo aswell? It was a good day for times. I think all the GT-Rs ran PB's Greg did well too.

Its the Herald Sun. What do you expect? Good journalism?

IMHO anything weighing in at over 1400 kgs in track car terms is heavy. So, by that measure, an R35 GT-R is heavy. But so is every other GT-R going back to the 32. The unavoidable reality is that weight has a performance penalty. Just as high moments of inertia, a high centres of gravity, a high drag coefficient & a large frontal cross section. The other unavoidable reality is that a strong, stiff (the two are different) body structure has a weight penalty. As do airbags, climate control aircon, doof doof stereos, 20" rims etc etc etc. But the car would probably not be very saleable without these things. The R35 in absolute terms is a wonderful performance car & is priced well. But it can also be said to be a triumph of engineering over obesity. Quite how quick it will be with less weight is an interesting prospect.

How well did they fit up & are they ok with aftermarket castor rods?

Did you order Nissan deflectors or the ones from Unique Autosports? It shouldn't be too hard to bash something together with aluminium plate & strap it onto the castor rod/LCA? I cannot for the life of me remember if these ones are stock or aftermarket. The appear to have a couple of holes to use where the castor rod meets the LCA.

Don't work under a car held up by just a jack. They can & do collapse. Get some stands aswell. They don't cost much. Whether or not you need spring compressors depends on what type of suspension you have & what you need to re-use.

Surely the interests of good taste would dictate that it not be done?

No one is suggesting that suspension does not have a contribution to make to grip level - wet & dry. What is being said is that the grip level afforded by a good quality tyre (one with silicon as one of its constituent chemicals to help increase grip in the wet) is of greater influence than the suspension setup. In fact the less grip there is available the less influence the suspension setup has relative to the tyre. In any case the tyre needs to begin to accelerate the car before you can get any weight transference. Which means its grip level (static friction coefficient if you like) is of more importance than spring rate. If you look at a drag tyre you will see how much give there is in the sidewalls - it is there to allow the weight transference to begin. Oh and my high end coil over are built to be as stiff as I specified. A hard spring rate sounds good but doesn't necessarilly work better. Usually it is considerably worse.

A sway bar is simply a torsional spring. The larger the radius of the bar the stiffer it is. It is actually a fourth order relationship. Hence the steel at the centre of the Whiteline bar does next to no work but just adds weight. This is why you use tube instead of rod for torsional anything (Springs, structures whatever). I bought my Cusco bits from Greenline. Try them.

The one use stuff is usually anything with a lock not on it - the nuts are the one use item, not so much the bolts.

It is not your suspension, it is your tyres. Cheap shit tyres have stuff all grip in wet/greasy conditions. That is why you spend money on good tyres as opposed to spending money on panel beating.

If you haven't bought LCA's then have a think about the Nismo LCA plus upper link bracket plus castor rod kit. Bin the castor rod but the other two bits are worth having. As ever with Nismo they are standard Nissan bits just with the holes drilled in different locations. The LCA gives about +5mm per side and the upper bracket moves the locating bolt holes to twist the upper arm & hence reduce the tendency to bind with more castor added. Just understand that you need to remove the ABS etc to get at the damn things. As for Cusco sway bars - big tick. The rear is slightly stifer than the Whiteline gear (20%?) & the front is alot stiffer. I haven't found any adjustable Cusco ones for the R32 but there are a few references to them & they may exist. You may not need both ends adjustable anyway. I set my front Whiteline to soft & the rear to hard. Never moved either of them off those settings. Replaced the rear with a Cusco & felt happy about the near on 4kg savings.....

It chirps second, so will do an easy 130mph.

New issue out today. 2xGT-R (Gibson R32 & an R35) with some bloke called Mark Skaife on the cover. Write up of the R35 V-spec. Free DVD about the creation of the R35. So go buy one.

The length of the upper arms will constrain the amount of neg camber you can get. Stock length is 182mm, the Whiteline kit is approx =/- 6mm. Usually this gives two and a little bit degrees of neg camber. If you want much more (ie three to four degrees) you need to think of numbers in the 160 - 170mm range for upper arm length but it also depends markedly on your ride height, your upper mounting brackets, lower control arms & castor settings. Also remember that the more castor you wind in the less camber you end up with. Usually I just set the castor so the wheel is centred in the arch. Any chance of a photo of the spring/shock units themselves?