djr81

Sorry but you are completely misunderstanding things. The crank angle sensor adjusts the ignition timing. The adjustable cam gears adjusts the cam shaft timing (Degreeing). The two are not the same.

Yeah ok, just trying to have a laugh. Look its a GTR. Hence is basic handling characteristic will be understeer, then power on oversteer. To fix the understeer you need to control the roll (by spring and sway bar stiffness to reduce the dynamic camber change on the outside front) and use a large dose of -ve camber on the front end. To deal with power on oversteer you need to change the torque bias for the ATTESSA system. Use the Bridgestone rubber in preference to just about anything else. Gary (SK) has not been on this forum for a very long time. With regard to the other tiems you have listed. Castor rods help, but only a little. They are not the panacea the drift nuggets insist they are. Nismo make LCA's too. Upper rear control arms are unnecessary - but you need to be able to set the -ve camber at a reasonable value. Reasonable being somewhere in the range of one and a bit degrees negative.

So, apart from that it handles pretty well?

It may not be done: 0614: BREAKING NEWS FROM SEPANG: McLaren sporting director Dave Ryan - who accompanied Lewis Hamilton to the fateful stewards' meeting in Australia - has been seen leaving the track with packed bags. Subsequently there is speculation that he has left the team after more than 30 years' service. Communications director Matt Bishop told BBC Sport the team were "not confirming anything at the moment" but added that McLaren boss Martin Whitmarsh would hold a news conference later on Friday.

The wascc one will be more accurate than one at a dump site. Do you need a printout or just to know what the thing weighs?

Sounds like there has been a profound lack of understanding between McLaren & the stewards.

Nothing says its the weekend like a bumper for sale thread. To answer some questions: The Mines cam baffles replace the standard Nissan ones. Using the baffle kit reduces/eliminates the need for an extra oil drain the head. Yes you can make an offer if you like.

And that quote came from where? Just a post on the previous page. Read this: http://www.autosport.com/news/report.php/id/74153

You have to ask why McLaren instructed Lewis to let jarno past. Why? Whitmarsh said the team would not appeal but insisted Hamilton did nothing wrong. "Obviously we are disappointed by what happened,'' he said. "Lewis didn't do anything abnormal and it was clear Trulli shouldn't have passed him. But we have to accept the decision.'' He said there was no question of Hamilton lying. "There is no implication that Lewis lied to the stewards. I don't know what they meant, but I understand there was a belief the team was not explicit enough about the radio conversation,'' he said. "What they believe is that the omission of the information about the radio communication between the team was withheld and that is misleading.

Well I would suspect that the advertising was the killer. I was looking at some of the rates for the not so popular mags - well my flabber was aghast at the prices. Paying for staff to do what would otherwise be voluntary would hurt too. It is staggering how much work needs to be put in to get things organised these days.

Hmm, good timing. This weekend ARC is on in Busselton along with the speedeventseries.

Other than maybe corporate boxes & carpark for merchandise etc those costs are common for anyone running a trackday sprint. With a modicum of sponsorship & a reasonable number of entries most state based series appear to be viable. They do however, tend to have more entires at a lower entry fee. On the flip side most don't charge for admission, so who knows. Question: Is there any truth to the rumour I just made up that next years event will be held at Wanneroo so the series can be sold to prospective sponsors as truly national?

Err, um. Water Temp: Somewhere in 100 degree mark. Exhaust Temp: Depends on where the sensor is located & the exhaust you are running. Also on the tune. The richer the AFR the cooler the exhaust. Injector Rate: This won't change from the maximum point reached when the car is tuned. In other words it is next to impossible to suddenly find yourself with a high(er) injector duty cycle. Eng Temp: Not sure, how is this different from water temp? Or oil temp? What is it measuring? Intake Temp: Not worth monitoring. If it is a hot day & you are stationary you will get a high inlet temp. It will reduce as soon as you move off. In other words a high reading wont normally hurt the car. Other things you should keep an eye on: oil temperature & pressure.

If I can get all train spotterish - my best guess is the company is named for this bloke: http://en.wikipedia.org/wiki/Jean_Baptiste_Biot Who figured this out: http://en.wikipedia.org/wiki/Biot_Number

It can be due to a number of factors, the most common being. 1 Incorrect set up. Mostly this involves people removing the pcv function which allows the sump to be pressurised which in turn causes problems. Make sure the pcv is fitted & working - this can be done even when a catch can is fitted. 2. Oil in the head splashing/generally finding its way into the recirc system. This is common on RB26's particularly. The popular conception is too much oil pumped is into the head - but it is just as much a function of poor shielding for the venting system. It can be fixed by oil restrictors (head off), oil return lines (engine out - mostly), Mines cam baffles (see below!) or oil/air seperators like the Nismo offerings (Stupid money for what you get). The principal advantages of these systems over catch cans is the are either hidden from view or look stock. Which means one less potential point of grief from the police. There are other offerings as shown in this thread but they tend to stick out like dogs b@llocks. 3. Blow by.

Well there is best & there is cheap & there is alot of ground in between. The RDA group buy are pretty good value if they are still around. No you dont need braided lines. But they do give you a nicer (harder) pedal feel.

Whether or not there is a rubber (or other polymer) end stop to the spring shouldn't be a function of it being linear, rising rate, tapered or straight. There are heaps of options, none of which are difficult. Just a matter of getting the mount to accept the end stop as well as the spring. http://www.resuspension.com/cart/home.php I much prefer linear springs. Simply because you can muck about with compliance with the end stops. Oh and if you run R comps on the road the things are that harsh/noisey you will never tell anyway.

Look I have tried (yeah, stupid I know) convincing people to get into motor sport rather than doing stupid sh!t on the road. What inevitably happens is they suddenly become aware of their own shortcomings - be it their true ignorance about cars or their lack of ability. So they just go back to doing stupid stuff on the road. Basically because: 1. Doing stuff properly is too hard. 2. Getting hosed by a pensioner in a 30 year old car on the track is not as fully sik as making up stories about street racing, burnouts etc for your mates. 3. Its too expensive - motorsport that is, somehow defect notices, court costs, fines etc etc are cheap. Anyway the point is people will always find some excuse to not do what they don't want to do. So lack of facilities is the current excuse. Fix that & they just move onto something else. The best you can hope for (& it is a parlous hope) is 1. Get people to recognise hoons & car enthusiasts are two different types of people. 2. Get some facilities.

Please don't link hoons to the motorsport fraternity. If you want to lobby for facilities for motorsport then good on you. But please don't link a bunch of mindless twats to the sport that I love. Overwhelmingly the people you find at grown up events are serious, responsible, enthusiastic & good at what they do. In other words a world away from some clown in a VN ripping a single pegger burnout for his rock ape mates. Hoons (for want of a better word) don't do what they do because of a lack of facilities. They do what they do because of a lack of cognitive processes. Hooning & motorsport - not the same.

If you are upgrading to a proper car, ie a GT-R then don't waste money on such things as callipers etc on your present car. To answer your questions: 1. A pulsing pedal is indicative of a warped rotor - weither get them machined or replaced. 2. If you are going on the track then avoid cross drilled rotors. 3. Bendix Ultimates aren't very good. But they are really dusty. Just get the following bits: 1. New/machined rotors - preferably new if you are going to a track day. 2. A half way decent pad - I would recommend a Ferodo DS2500 but there are plenty of others that are not too dissimilar. Probably a good idea to get fronts and rears as who knows what is on the car presently. 3. Some new fluid. Probably doesn't matter so much what it is, but the key is new. If you want to get the best stuff get some Motul RBF 660 - 2 500ml containers will probably be in the $60 to 470 range. 4. Some braided lines if you really want them. Just make sure they are ADR compliant. 5. In a general sense a master cylinder stopper usually helps pedal feel. If you are learning on the track massive brakes are not necessary. It tends to be one of the last things people learn to use properly. It is also one of the least influential elements on your lap time. So spend your money elsewhere.

The whole spherical (for want of a better term) top mounts things is somewhat overblown. If you look at the amount of rubber isolation inthe stock suspension you will find it to be minimal. It doesn't take much effort to put a small amount of rubber between the spring & the top plate of the suspension. Just be careful if, like BB's set up or the front of the SK setup with Eibachs that the rubber is retained at full droop because the spring is not. Yeah an alignment runs to ride height (If you haven't done it yet), castor, camber then toe. Just be carefull where you take it as half the places cannot fit there gear on your car when you run more than a couple of degrees of -ve camber. Sway bars dont form part of the alignment. Note also than the typical japanese sway bars (eg Cusco) are stiffer than the local stuff, most noticeably at the front. As an aside (ie the most important bit of the post), does anyone have an easy solution to enable people to reduce the amount of rubber in the Sk setup for EIbach/Bilstein. Here is a photo. There is a good 20mm of rubber in there (actually the old shock bump stop rubber). So how do you remove it without needing to run a huge bumpstop on the dampers. Also who sells this sort of stuff?

That is some quality programming. Anything good being whipped up? The Williams look quick. P1 & P2 after 1st practice. Rosberg is currently P1 in practice 2. Go the juniors.

Just over 5kg. Plus the bracket holding it up is rather epic.

Any chance of some more info: Like spring rates, age, mileage, model number? Photo? Am interested but it depends on what exactly they are.

Well it sort of makes you realise why everyone was getting bitter & twisted about the diffusres. Brawn, Williams & Toyota are all way up there. PS the F1 website live lap timing links suck teh wang. Sooooo slow.