djr81

From McLaren themselves or from somewhere else?

In the olden days a puff of smoke on over run and on startup for that matter was valve stem seals.

I vaguely recall a bloody great big solenoid block or similar near the engine oil filter somewhere? Or am I just misunderemembering?

Nismo Saurus. https://racemagazine.com.au/cars/issue-43-off-to-the-printers#more-13289

The other things you (may) like to consider is all the pumping and pressure lines that serve the HICAS. You can just loop the thing and render it inoperable or you can do it properly and remove them. Also worth doing or atleast considering is replacing the standard power steering cooler with a small but decent cooler.

Well them and the rest. Ferrari are the closest to challenging MB but they aren't close. RB is stuffed and will have to run Ferrari engines next year as MB told them to sod off. Williams don't have the money to improve their car quickly enough. Lotus are going broke and are waiting on a Renault buy out which is their only chance. The less said about McLaren the better. Sauber have no money. Force it India have a bit more than Sauber but not enough to be competitive. Torro Rosso will never amount to anything. Manor will be lucky to be around in two years time. Oh and Britney cant get anywhere near Hamilton. So its all going well then. Best thing about the Monza telecast was the BRM from 1971.

This. Bucket loads of this.

Dont put an old stock balancer on a new engine.

A hot pressure between 30 and 35 pounds is where you would want to be. Question: Can you fit a GTR mechanical centre to the replace the viscous stuff in the GTST diff or do you have to replace the whole diff? The point being a GTR centre may be a cheaper way of fixing it than buying a Nismo part. You can buy new shims from Nissan to tighten the GTR diff up.

Err don't think that number is correct. In metric units its kg/mm which is usually a number between 3 and 10 at the top end (Which is still hard) or 20 for an insanely stiff spring. For imperial it is pounds per inch which is metric x 55, so a 5kg/mm spring is 275lb.

You should be aiming for a hot running pressure not a cold set. RE55's from memory like a number in the low 30's hot. If you have hard springs and soft anti roll bars you need to get some new sway bars and check what your springs are. When you say back off the rear springs by 10mm do you mean ride height or preload?

Problem with softening the rear bar is it will induce more understeer which an S chassis with an RB will have in abundance.

Well trying some throttle control could be a start. Diffs wear out. The viscous type (Which you may well have) aren't great for track work. But yeah a mechanical will sort your issue or atleast get both wheels spinning. Just don't get too aggressive an LSD they are just plain annoying and don't do anything for the handling. The other thing to note is the corner exits at Collie are bumpy due to the track degrading over the years. Depending on how hard your spring rates are you may well struggle for traction irrespective of your LSD type. So what coilovers do you have?

Fingers crossed Renault and Honda have found something although the Mclarens sucked in practice. Again. Britneys 200mph tyre blowout would have got his attention.

The blowby that gets sucked out of the head by the turbo (As opposed to the drivers side which goes into the engine on over run) goes to the rear turbo. This is almost certainly what you are seeing. Usually it ends up dripping out of the bovs. Even the crack pipe priced Nismo catch can doesn't stop it from happening.

Allegedly the fixed the MGU-H overheating issues which then allows everything else work properly. Be good to see them have half a result.

Probably not. Nissan like 1.25mm pitch and when I put Brembos on they were 1.5mm

Doubtless been asked and answered but what boost controller do you have. Need to be sure the wastegates are shut unless you need them to be otherwise.

Will go and have a look now that you have made me paranoid.

I dunno maybe a 32 has a very slightly longer stroke than a 26 and therefore doesnt need a long duration cam. What I am trying to reconcile is the following (In no particular order). Why the thing appears to have so much torque in the midrange when the -5 turbos arent known for this. If the exhaust is collapsed (And yes at some stage I will get it checked) how does this fit up with it holding the 20lb boost in the top end - would it not struggle there? How to differentiate between the theoretical changes for each of the cams, so what would a larger inlet do in this circumstance in isolation. Same question for the exhaust cam.

Cams are actually set to chase powahs. Wish I could get a chart of yours on 98 but nevermind. Not sure how much more boost there is the controller is at 82% or thereabouts something just over 20lb.

A stuffed what sensor? I doubt it is a leak based on it making boost. Anyone got a Z32 afm conversion for mv to airflow as I can read that off the power FC controller.

Some of them have caustic in them which will eat the aluminium.

High revs seems to be where the problem is worst for most people.

Be very careful if you use paint stripper as they and aluminium often dont get on.