djr81

It took him that long? Wow. As an aside I agree anyway. This years rule changes suck teh wang.

Natsoft shows Whincup in P1 after Friday practice. Other noteable performances are: Jason Richards in the BOC Commodore in P3 & both djr cars in the top ten. Rick Kelly will doubtless be blubbing somewhere. Oh & thank fk the alcopops senate amendments got chucked out. Otherwise no more Jim Beam sponsorship for djr & no Jack daniels for the Kelly clan. Not to mention the XXXX girlies.

Who knows there is so much dis information about ATTESSA floating about. Too many versions & not enough source info from Nissan. I was hoping to log the inputs via my DL1 & then map then outputs but after getting through about 8 pages of warnings from RT about tapping into wheel speed sensors I stopped. Anyway maybe we should let Nick have his thread back about teh dampers.... Seasy, really. 1kg/mm equals 55lb/in. 100lb/inch = 1.8kg/mm

Hmm, ok. I am more than a little confused. I can find three steering inputs to the HICAS system (left, straight ahead & right) but none into the ETS control unit. (Page CH66 of the manual). It has 4x wheel speed. Inputs for the three (2 foreaft & 1 lateral) accelerometers Stop lamp switch input. Reverse lamp switch input. Throttle signal input. But I cannot find a steering input in the ETS system.

Not me. Not really. I respect his talent & support him to a degree. But I cant get past his antics at McLaren. He wasn't the only person to ever stop Schumacher. Far from it. Just the only one of them still going around. Disrespectful team mates. It is F1. You don't, as a driver, get respected by a team mate. You get targetted by him as it is the closest measure of a drivers relative worth. I noticed that the Williams did the Brawn hollow in the last test so who knows any more. At the end of the day if your teams times are rubbsih (eg McLaren at the moment) then chances are the car is bad rather than the team snadbagging. You can only simulate things such as tyre degredation so far - you still need to go out & belt around to find out how real it is. If they are quick - yeah it may be only qualifying pace but you would rather start P1 that P20, surely?

This may make you physically ill (you have been warned) but here is how the Emo boys do it. Notice how early in the corner the driver is on the gas. I think that is most of the reason they brain the GT-Rs in mickey mouse kharna stuff. I found a huge diference in the car when I found some more front end grip. It meant that I could get onto the power alot earlier. It may well be the attessa/steering lock interaction you mentioned. Is it 10 degrees steering wheel movement or 10 degree road wheel movement? Oh and I still owe you some DL1 data. I will get it sorted but I have had issues with my logger. The 12V inputs & rpm have died on it. I need to post it back & get it fixed. I guess if the adjustment is on the high speed compression it will only show on the far RHS of the (usually) lower half of the graph. Everything else should stay much the same.

Good shots. My thing is approx the same but doesn't quite lift the inside front. This is possibly because I run a Cusco rear sway bar rather than the Whiteline. In spring rate it works out to be 20% harder. My springs proper are softer than yours. The worry I have is that if you do lose contact on the front inside then there is no way you will get any gain from having an AWD system. No front LSD means the inside front will just bag up. As an aside I would love to know what the damper forces (bump & rebound) are for the Bilstein shocks used on the R32 GT-Rs, ie the B46 1471 (Front) B46 1472 (Rear). There would, presumably, be a range of springs with which they work. Equally I would imagine the damping forces would be greater on a 'revalved' shock built to accomodate a harder spring. If anyone knows this stuff it would be great to pass on. It may also help people with adjustable shocks - providing ofcourse they have the velocity - damping force graphs for the various adjustments....

Yeah I know what you are saying. The hype & bullshit still grates after all these years. There should also be one somewhere comparing the GT-R to a VN Group A Commode & also comparing the track R32 to the track VN. Not sure if I believe the numbers but what can you do?

Troy will be fine. Just remind him to clip the rear body work on properly. As an aside did you realise that Jimmy Stone (of SBR fame) used to work on the McLaren Can-Am cars. He was there that awful day.... Yeah POA is a euphamism for cheap. Maybe just buy a new shell. Seriously - new. http://www.dynacornclassicbodies.com/classic2.html

It is more than likely a restrictor. Basically a small orifice to dampen the boost signal to the gauge. So that it doesn't jump around like a nutbag on amphetemines.

Oh stuff it, why muck about: http://www.turbo-car-trade.com/viewCars_1612.aspx

Group A is for pussies. What you need is an RS200. There are six of them here: http://www.anamera.com/en/find/list/index.html?no_cache=1

You didn't happen to get the equivalent numbers for the front by any chance?

Cheers I am trying to get a feel for how spring rates affect roll angles on an R32. So if anyone else has some photos....

So when, exactly were the good old days? I can't remember a time when F1 was anything other than riven by politics & decisions made by the FIA anything short of ludicrous. Remember Mosely, for all his faults, replaced a bloke that was far, far worse. If you hadn't noticed the WRC is down to two manufacturers, Loeb is the only one who wins anymore & touring cars ie the WTCC is in the toilet. The only hope on the horizon is sports cars & they never really capture the mainstream. Capping costs in motorsport stops companies like Ford from dropping out. They don't like sinking tens of millions into motor racing (or more eg Honda) simply to make up the numbers. Having said all that Bernies latest brain explosion about who wins most gets the championship is rubbish. Throws away 50 years of tradition & makes a mockery of the constructors championship & any teams results if they fail to win a GP. All they had to do was increase the number of points for the winning driver relative to P2. Same effect. The shame of it all is that those in control of motor racing feel they need to stir up controversy to keep people interested. The worry is they may be right.

Go metric man, its not 1965 anymore. 650lb/in approx equals 11.6kg/mm. Kinnard in otherwords. I'd guess the rears would be about 550lb/inch. Does your avatar show the car with those spring rates?

Good info. So does Unique have any PSS9's left? One crucial question is: What spring rates are you going to run?

If you weren't paying attention and missed the road tests & comparisons of the R32 GT-R in Wheels magazine circa 1991 then the good news is they have been re-published the second time round. Go to www.wheelsmag.com.au Then type skyline gt-r into the search bar. You will get three pages of articles about the various models of GT-Rs. Worth a read.

So its: Super street Front 5kg/mm, rear 4kg/mm Mono Flex 7/7 Ultimate Spec Circuit Master Super Racing 12/12 What then are the RA/RE's? The Bilsteins appear to be happy on a GT-R with a 5kgmm/4kgmm spring rate but I do not know how much higher you can go on spring rates without them being revalved. AFAIK the damper rates for 5/4kg springs are the same as those for the Whiteline springs. I have those rates somewhere & will dig them out.

So if I am reading the literature correctly ( ?) the Tein range works out something like: Super street Front 5kg/mm, rear 4kg/mm Mono Flex 7/7 Type flex 8/6 - (Type HT?) Ultimate Spec Circuit Master Super Racing 12/12 Ofcourse I could be hopelessly wrong as these blokes appear to have more product designations than I have had hot dinners.... http://www.tein.co.jp/e/products/index.html http://www.greenline.jp/catalogue/bccatpar...gory=suspension

100mm

Can anyone recommend a shop to re-valve my Bilsteins? I am considering increasing the spring rate (Not to anything like those listed above) but am a little wary of the local Bilstein outlet as I was not all that convinced by them in a recent phone conversation. I'm in WA.

The problem is that the amount of work needed varies depending on what type of event you do, how much experience the driver has & any number of other things. The three best bits of advice are: 1. Make sure the car is in good repair. Don't go to the track with dodgy stuff or with things needing to be finished, bedded in etc. Sort it out before you get there. 2. Read the regulations & follow them. 3. Go out there & have fun. No one ever learnt how to drive sitting on the lounge at home. Equally very, very few people set the world on fire on their first attempt.

This stuff makes me cry. Mine is still full weight ie stereo, interior etc with just a few things done to help matters eg HICAS. Front is 905kg Rear is 685kg. Which gives a distribution of 57/43. I should point out that I weigh 100kg with helmet etc. Sorrt of explains why the things understeer so hard.

Yeah proper bolt shops are so much better than hardware shops. For next tme, get yourself a thread gauge. Eg http://www.irwin.com/irwin/consumer/jhtml/...IrwinProd100450 This will tell you what pitch etc the bolt thread is. Nissan appear to love non standard 1.25mm pitch bolts for all sorts of stuff. A 'machine bolt' is simply a bolt with the thread all the way to the head. Sometimes they have cup heads on them (for allen keys) sometimes hex heads. Mostly they have a higher strength than normal bolts.