djr81

He means you machine them & install a plate to allow you to rotate the cam independent to the pulley.

Can I offer some (maybe worthless) advice? Make a bracket to bolt the extinguisher to the front of the drivers side. If you bolt it to the passengers seat you will always have problems with clueless chumps smashing the seat into it when the move it back/forward etc. If it is infront of you then you know it is there & you won't damage it or the seat. Secondly scrutineers much prefer it if you can reach the extinguisher from where you are sitting.

For sale: R32 Skyline GT-R September 1989 model White. Paint is near floorless. 56.7kms on a 320 km/h speedo. I am unsure of the total mileage as there are no Japanese records as is normal. N1 body kit. 17 " Buddy Club P1 alloys with good Michelin tyres. 90mm 5Zigen exhaust (Nice & quiet). Exhaust is from the dump pipes back (ie not just a cat back) Four brand new brake rotors. Exedy heavy duty organic clutch, 10,000kms old. K & N panel filter. Cusco strut brace. Cusco master cylinder stopper. Tomei HICAS locker. Cam gears. Carbon fibre air guide. Turbosmart bleed valve running 13# which gives 305rwhp (see dyno chart) Both the interior & exterior are in excellent condition. Registration is current until March next year. I imported the car some four years ago & have used it sparingly since (It has travelled approx 10,000kms since importation). The car has always been garaged & meticulously maintained. It had a full service at the time of import which included a new timing belt, water pump, plugs, all filters. All import documentation & Australian service records are available. The car is in excellent condition & would make someone either a great daily driver or a basis for a build up. Price is now $19,000, not $20,000. If you are interested in the car or would like any further information please contact me via PM. Edit: I am located in Bunbury. So SOR for those that asked! The Preston River, that is. Regards Richard (djr81) Link to the advert in the WA for sale section - where there are photos... http://www.skylinesaustralia.com/forums/in...=177692&hl=

So guess what everyone is saying is that I basically wasted my money on developing the soon to be patented "GT-R stealth power install". As the grid marshall said at Wanneroo the other week "He'll never keep up with that Westfield". Fk it I was a second a lap faster than him. Who would have thought you needed a shopping list of manufacturers plasted all over your Nissan to get some respect. It came like that from the factory, occifer.

I think you could usefully spend more time learning about what brakes R32 Gt-R's came with.

What are the odds he ends up working for MacQuarie bank? Advising them on toll roads....

Schumacher didn't. Mercedes did. No one gets anywhere in motor sport without money & connections. If you looks at almost all the F1 drivers & even the yocal V8 drivers they are either sons of rich fathers (Sorfs) or well connected, or more usually, both.

Nah, sorry I don't. Maybe try one or other of the wreckers advertising on this site. Either that or find someone parting out their Gt-R.

Well, Nissan made three different types, so take your pick. The early GT-R's had the smallest of the three. The later GT-R's had a larger version. Lastly you can get some like the photo below.

Looks like Mclaren got off.

Hmm, off the top of my head V8 drivers in the recent past that have tried to get to F1 via European/Pommie Formula racing & failed include: James Courtney. Craig Lowndes. Marcus Ambrose. Russell Ingall. Will Davidson. The last Holden bloke I can think of is Larry Perkins, but I may be missing someone/something. You can arguably also include some try hard called Ryan Briscoe. Oh and Nissan/Winfield chucked enough money at MS to enable him to go places. He did a few F3000 races if memory serves.

I think they mean if they set the EBC at say, 1 pound, they can claim to be on full boost by 2000rpm. My Garrett's are producing full boost by 4500rpm. But if I moved the set point from 15# to something more interesting it would take until 5000 or more. Ofcourse I could also install a ghey intercooler & choke the airflow to allow the turbos to produce "full boost" earlier. All boost is measuring is the degree of failure of your induction system to let air into the engine. It is nothing to brag about.

Want to know something scary? The output of an engine is very closely linked to the airflow into it - commonly measured in lbs/min. In fact in terms of hp produced per lb/min airflow there is very little difference between a new motor & an old motor, a 2V head or a 4v head, short stroke or long. So rather than try & align it all to discplacement it is much easier to align it to airflow....

That is a bit harsh, Baron! I was trying to figure out if the coilover conversion uses the stepped grooves already in the damper or it is is sleeved to allow a threaded arrangement as is traditional with coil over stuff.

Straight forward question: Do you need the Bilsteins back to do the conversion or is it just a case of supplying parts?

How about Mika Salo vs Eddie Irvine. I reckon Mika would have some residual issues he wanted to take out on the Irishman. As for Prost vs Schuey - Prost, by a nose. But anyway, Nelson Piquet would kick anyone's arse. I have seen the footage... Take that and that and......

An oil cooler because RB26's heat their oil up alarmingly quickly. A catch can because, well have a search for the oil control for rb's thread. If you are going to make large power then you need to look after the engine as best you can. So you need to think about temperature control (oil, water, intercooler & inlet air).

Both will give you gains. It depends on how much power you are after. Cams, installed properly are not cheap as you need to re-shim the valve train. You can run both gears & cams. The AFM's wont give you a power gain. They will allow the ECU to properly read how much airflow the engine is getting. The upside of the Nismo units is that they will bolt up to your airbox. This is not important if you have pods. Understand though that Z32 AFM's need different pods. Apexi do a nice kit. Nismo make good uprated fuel pumps. They are a direct fit. Don't use your old one because it is, um, old. It is bad practice to max out any component of your fuel system. Fuel pumps tend to fail by degrees rather than suffer a single, catastrophic failure. Also understand that at 500rwhp your engine internals will have a short, nasty life. lastly, get yourself an oil cooler & a catch can if you haven't already done so.

These blokes are from down south in West Oz, so pretty local! A few weeks ago they were advertising for suspension engineers in Motorsport News. Their stuff is very good because it allows you to decouple the suspension ie what happens in roll doesn't affect what happens in a single tyre bump/rebound. It is explained on their website better than that. These guys work for many of the big car companies - I don't think they will be selling sway bars for your 'line any time soon! Anyway it is good to see an Australian, particularly a West Australian company out there doing well.

I hope his better qualifying is a harbinger of things to come & doesn't reflect the fact that Rosberg loused it up (again). Can't help but wonder what Webber would have gone in a Williams this year....

Cryo treatment is supposed to increase the fatigue resistance of the metal. I have no idea why someone would report better braking distances with a cryo'd rotor. Maybe it was one of those cases of the driver thinking he could confirm an improvement that wasn't really there. Roy, with regard to temps. It is quite easy to get all three paint markers to flash off with RB74 pads. Same for DS2500's etc. Problem with the 74's is they don't recover after a good heat soak, the friction coefficient never seems to come back. If you are running a larger (longer) pad this will help your temps as will a heavier rotor & ducting. Bottom line is the temps will depend on three things: Rotor temp at the start of the braking zone. Mass of the rotor. Amount of kinetic energy being transferred to heat energy during the decelleration. Basically compared to the amount of heat input you wont get any cooling worth a spit during the braking. On the straight after is a different matter, but not worth a spit compared to the heat input in the braking area. You can do a rough calc by working out the kinetic energy loss & estimating how much of this goes into the front rotors. Get the mass (Not including the hat section) of the two front rotors & using the specific heat guesstimate a temp.

My money is on the pikey. Heidfeld's a pikey, right?

Gees, even Don King would have trouble promoting that fight. Boxing matches are supposed to have a pre fight press conference where the boxers trash talk each other, Mohammed Ali style. Imagine how crap that would be with the two Finn's in residence.... On a matter completely unrelated to this thread. Nice job by Alex Wurz.

Foulcans have used the same PCD since, well basically since forever. The offset changed when Ford went from the EL to the AU. AU's & on run more offset.

Roy, I put my R on the scales at Wanneroo. With me in it & a full tank of juice the numbers were: Front 906kg. Rear 687 kg. Total 1593kg. So in perecentage terms it works out to be 57/43. Now I weigh 100kg, a tank of petrol is about 50, so there is still a rather eye watering 1440kg of Nissan to lug around. I didn't do the corners one by one, however. Ride height won't affect the static weight distribution, but it will affect the wheel loadings when the car pitches under brakes.