djr81

to me the one that sits on top of the cam covers doesnt do sh#t, has no internal baffles, and is just hollow.. so wtf does it do?!?. What it does is stop there being a direct path from the cam cover to your catch can. If you have too much oil in the head & turn left you end up with too much oil in your catch can. So you plumb the lines into the front of the "useless" cylinder & thereby prevent the oil from inundating your can.

Well having just bought another one from Japan I can tell you that late model non accident/repaired cars are getting really hard to find. So putting aside the number of them in Australia presently, yeah I believe that good ones will be getting harder & harder to find. Whether or not that means they will get more expensive is a whole different question.

Just infront of the passenger side shock tower.

Yes he rang & it is all good.

Well I paid up front. I figured that was the arrangement.... Josh should have all my details for postage etc.

I hope that is mine?

Fixing it up or shaving with the razor blades they made from what was left of it?

Becuase there is another path that the oil has to wind its way around before it arrives at the catch can. And, yeah I mean the rocker cover type.

Skaife had one turn turtle at the AGP in 1990. I have never seen a picture of it so if anyone has one could they please post it?

I thought Freddie sold atleast one of them overseas.

Speaking of tailshafts, which year at Bathurst did the tail shaft of Brocks car join John Cleland in the cockpit? I remember him saying words to the effect of "what the f*ck?" over the racecam & then him shielding his eyes from the lumps of shrapnel flying about as the thing slowly beat itself to death on the way down Conrod. The best story about Cleland was from Bathurst a couple of years ago. His co-driver over hydrated himself before his stint. Not being able to get out & go for a road side p!ss meant he had to relieve himself in his race seat. Not much fun for Cleland when he got in. Even less fun when he had to change back into his wet racesuit a couple of hours later (BJR were to tight to buy two suits for him) & so he wound Kim Jones up nicely telling him he wasn't going out to drive in a piss stained suit. The early VP's had very ordinary front spoilers. They kept flying off at the first contact or minor offroad excursion. They got it fixed half way through the '93 season (plus they also got a proper undertray) which then gave rise to endless homologation squabbles about front downforce that just wouldn't go away. Just as an aside the prototype car that Dickie Johnson had built for the V8 regs (& never ran) ended up over here in WA. It was converted to an EL & used as a display car for a number of years. It is still running in the red & yellow colours.

Not particularly, no. I just think that the interest of the sport should be put ahead of the immediate short term interests of any one particular team.

Just ring Whiteline & ask them. They don't bite.

"That's why Tega HALVES their practice days, so other (2 car) teams get TWICE as many practice days." I was of the understanding that the four car HRT/HSVDT got the same number of practice days as the FPV/TKR mob which in turn is the same as the two car teams. From memory it was six test days for two cars. The budgetary poo fight will be interesting to watch this year. Roland Dane doesn't much like it.... Holden only ever got itself into this mess after Tom Walkinshaw went bankrupt & had to sell HRT in a hurry. Holden wasn't allowed to own it so they had to turn to Skaife and the Kelly family.

Worth getting. Damn right. Personally I would look for the facelifted version from mid 87 onwards.

Well you could look at the Stone Brother record. Or Dick Johnson racing. Or Gary Rogers. Or Larry Perkins. Or simply point to the fact the rules infringement shit fights seemingly involve HRT more than half the time & everyone else added together the rest. Point out the bits that are imported. The tyres. The engine blocks. Rims. Diffs. Brake calipers (only now that Alcon won the contract) Not much else... Overwhelmingly the gear is both world class & of Australian manufacture.

My dodgy memory tells me they had a VN Commode kicking around in '92. That was the car that stood in for the Gt-R. But my memory is pretty dodgy. Forbes first proper V8 (group 3A as it was briefly known) was a big budget effort at the time. I can remember Cromption talking it up. They ran well at Bathurst until Gibbs stuck it in the wall. I think they may have converted their older VN to the new formula also. Probably ran it as a second car in the enduroes. PB's effort in '93 was pretty much a busted arse outfit. His previous deal with Perkins fell apart (remember LP bitch slapping Tomas Mazera in the pits? Gold) & there wasn't alot of money for the cars. I think Crompton signed for Brock in maybe '92 after LP had left. But there was rarely a car for him to drive, let alone a good one. May have my years mixed up, however. Aahh, Captain Chaos!!!! Missed the '93 ATCC at Wanneroo due to having a bastard of an exam the next day.

It means it is a metric thread, 12 millimetres in size with a pitch of 1.25mm's.

For my 10 cents worth. There are two issues with RB26's. Firstly the usual one with what we could loosely call 'fumes'. Secondly a more problematic one with the volume of oil retained in the head of the motor at high rpm. Now the first of these is not a big problem. Just about any catch can worth its salt will fix this problem & help stop oil build up in the I/C. The second is more problematic. RB26's have a well known issue which, put simply, means that there is alot (too much) oil retained in the head of the motor when it runs at high rpm for a longish period of time. What can and does happen is when cornering this oil floods your newly installed catch can & you end up with a massive mess that takes ages to clean up. The style of catch can infont of the breathers can help prevent this from happening. Just something to think about.

Forbes ran a VL Commodore before the GT-R. During 1992 in the midst of a poo fight about the weight the GT-R's had to carry he briefly reverted to a Commodore. Mark Gibbs was the main driver with Rohan Onslow backing him up in the enduroes. When the Group A formula died he ran a VP Commodore for Neil Crompton in GIO colours - '93 season. The team was subsequently bought by Wayne Gardener to become Coca Cola racing.

In anything cheating is just cheating. Doesn't matter if you get caught or not. And here was I thinking HSVDT didn't have any fans left after the crap they pulled at PI. I'm sure TEGA have only a finite amount of things they can threaten HRT with. I guess exclusion is the biggest stick.

I reckon Gary Rogers has a good point. What hope do all the other "privateer" Holden teams have is HRT/HSV are running a four car team & monopolising the money & the factory financing? the sport lacks diversity in makes so it needs diversity of teams. Having multiple car factory teams will destroy that & return V8 racing to the bad old days like the late nineties. It should be about a level playing field, not a benifit for HRT. Still cheating is something that the HRT & particularly TW are familiar with.

Some. Basically the HRT/HSV is run by the dodgy scottsman. To circumvent the rules about team ownership the HRT is technically owned by Mark Skaife & the HSVDT owned by Rick Kelly's Mum & Dad. this article has more truth about it. http://www.smh.com.au/news/motorsport/hold...1733765721.html

"Just because they led by so much didn't mean they were going to win." No, they did occasionally break down. What you need to take account of is the reality that by late 1990 the group A category was on its last legs. Most companies who had previously been actively involved ceased doing so. Most of the homologation specials had by that time been finished & there was very little factory development. It just so happened that Nissan were (other than BMW) one of the last companies to bother homologating cars to the regulations. For instance the Sierra was eligible in '87 in its evolution form. It was still doing the rounds 5 years later - which in motor racing terms is an age. There was no chance that the group A formula could continue. As an international formula which required factory backing it could not survive without such backing. It was a case of which formula to replace it with 2 litre or 5 litre. Given the state of the BTCC presently I think it is a bit churlish to criticise CAMS for picking up on the 5 litre category. Lastly production cars racing was never Australias premier formula. Even back in the early 70's the improved touring cars were more of a headline act than the production cars - Bathurst aside. Even if you do include Bathurst the most famous race there was an improved touring car race. Geoghegans Falcon versus Moffat's Mustang. Basically the growth in production car racing/improved touring car racing can be traced to the decline of the Tasman series from approx 1969 onwards. Production car racing still survives today, but at a much lesser level than the topline categories. It is still worth watching, however. If you like your old school motor racing I would suggest checking out Late Night Legends on ABC 2. They periodically show old stuff, mostly from Warwick Farm. The shot below is of Pete Geoghegan in his Falcon (with tyre smoke) chasing the Camaro of either Norm Beachey or Bob Jane (Yes that Bob jane). Can't quite remember which.

Gee I don't know. There is a statistic from the 1991 season somewhere (I will did it up later). Showed how many laps the GT-R's were in front of the total. Something like 70 odd percent. You only wondered which GT-R was going to win, ie Skaife or Richards. 92 wasn't so bad, but they had handicapped everyone by then. I don't want to resurrect the awfulness that was the Peter Jackson Dash for Cash. People would work their arses off to qualify on pole only to literally pull a number out of an envelope to see where they started a 3 lap "dash". Terrible, just terrible. But don't get me wrong. The best thing about group A racing were the homologation specials it spawned. Everything from Cosworth Sierras, Escorts, BMW M3's, Supras (Yep), Maseratis, Alfa's, MB !90's, Corollas, Jaguars - you name it & it was probably there. Even Holden had a go. Even the Pulsar GTiR owes its existance to Group A rally rules. Then there is the Lancia Delta Integrale, the Evo's..........