djr81

The problem you will have is that the spring rates from Apexi are so high that neither the Cusco nor the Whiteline offerings will be anything close to matching the stiffness of the springs. Rolls tiffness is a combination of spring rate & anti roll bar rate after all. Also the balance can be changed by camber settigns, spring rates, roll centres (read ride heights). So there is no one right option. For what it is worth I use a Cusco rear and a Whiteline front.

No. You are so profoundly wrong it makes baby Jesus cry.

A couple of points: The graph is clearly not that for a tyre used on a GTR. It is simply there to illustrate the point about the relationship between friction coefficient and load. Secondly and more importanly, there are a number of other effects your calculation does not include which are fundamental to the way a car is set up. In no particular order: Camber settings. The relationship between camber angle and the lateral grip of a tyre is well known. So in our case it is easy to use more camber on the front end that the rear (Which is typical in anycase as camber hurts traction) to help balance the car. Spring rates. As I mentioned in an earlier post what spring rates you use has a strong effect on the load transference front to rear when the car is cornering. In this instance a softer front spring will allow the front to grip better. Anti roll bars. These have the same effect as springs in roll. A harder rear bar will load the rear tyre more & promote oversteer. Roll centres. The difference between the centre of gravity and the roll centre (which are different front and rrear) defines the roll couple. This in conjunction with the roll stiffness of the car is also used to preferentially load one end of the car up. Between all these tiems there are enough tools in the tool box to compensate for the poor weight distribution. Added to which in any half developed track car weight reduction and relocation are two items that are very high on the agenda.

Well it is your assertion that the GTR understeers. I have spent alot of time & money to get my car balanced. Yes it still does have an amount of understeer mid corner but, depending on what gear etc you are in, even with the torque all the way forward it will power on oversteer. Compared to a WRX or an Emo it is positively tail happy. At the end of the day you set it up to do what the lap timer says is quicker and drive it accordingly.

Yes you would install a torque split controller (On a 32 in my experience). You then set it up to transfer as much torque forward as possible (based on the assumption it is of the type that interferes with the lateral accelerometer input to the ATTESSA system). The GTR's were set up to drive nicely on the road. How you set the up for the track is a whole different story.

You enter how many wheels you want to buy, ie 4. NFI what the difference between an A & an O disk is, however. The price is per wheel.

Soem tips: Ask them to check availability before you send them any money. You cant decide what size/offset to use or you cant get the website to reflect what you want?

Yes I had much the same happen. Transient/part time vibration from the drive train. It was a stuffed front diff. Anyway with a bit of fiddling the front diff can be replaced without too much gear having to be removed. Added bonus is they are cheap too as alot of people want RB26's and have no use for the diff. Just make sure you get it shimmed properly.

Cars today (yes, even GTR’s) are not limited in their braking capacity due to their weight. They are grip limited. The difference between a lighter car under brakes & a heavier one is minimal. In any case it is the least important aspect (time wise) of a corner. Your assumptions are wrong about a GTST cornering better anyway. Why? Because of the following. To get anything line acceptable traction with a decent motor a GTST has to run a soft rear spring. To maintain reasonable roll stiffness you then need a stiff front spring and have to make the anti roll bars match. What does this mean? It means the suspension set up makes the car understeer. A GTR does not have to run a soft rear spring for traction – hence can dial out the understeer with a better suspension tune. End result is the GTR is going to corner better. Once your GTST has struggled its way through the corner it gets to the point of getting the power down. Already hamstrung by a lack of traction you get a double whammy. All that magic aero you are carrying serves to massively increase the aero drag on the car. To the extent that is will accelerate slower than the GTR. Touring car spoilers have horrible lift on drag (L/D) ratios. So the several hundred kgs of downforce you need will come at the cost of a large amount of drag. How much – at any reasonable speed more than the weight of the 4WD system in the GTR. Actually no, lets not. For someone who reckons it is “all about the tyres, bro” I would have thought, at the very least, you would have bothered to take the time to understand one of the fundamental properties of a tyre. This you can take to the bank: A tyre’s coefficient of friction decreases with increasing vertical load. At the bottom of the post there is a graph to illustrate it. Note that at 500lb load the friction coefficient is about 1.4. Increase the load to 1000lb and it has fallen away to 1.25 of there abouts. It has, in other words, decreased. As in it is not constant or even linear. The graph comes from Carroll Smiths Tune to Win. I would suggest you read it or any of the other books out there on car suspension – they all make the same point – tyre behaviour is non Newtonian. Why is this important? A couple of reasons: 1. It shows that there is not a constant relationship between tyre load and lateral grip. 2. It means you can adjust the balance of a car (ie understeer/oversteer) with sway bars & different rate springs. Perhaps the second of these is not so important for a GTST that has been sprinkled with pixie dust & is therefore the greatest handling, physics defying, most brilliant car ever built. But for the rest of us mortals it is actually useful. You want an example? Nissan once campaigned a thing called a GTSR in group A. It had a front engined RB and rear wheel drive. They replaced it with the GTR. For the highly technical reason that the GTR was faster, everywhere.

Actually there arent alot of variables. It is pretty simple. You have two factors. 1. How many horsepowers your car can produce at a given speed. 2. How much drag you car generates at a given speed. When these are equal you are going as fast as you can. The gearing dictates where abouts on the powah curve the engine is running - hence it influences the top speed. Excessively tall gearing means you dont make all the hp you can and you are therefore slower than may otherwise be possible. Too short on the gearing & you have introduced a new, mechanical limit to things. To go twice as fast you need eight times as much power. Yes, boys and girls, eight times. It is a cubic relationship.

1 kg/mm = 54lbs/inch. So an 800lb/in spring is near on 15kg/mm. Which is an absurdly high spring rate.

My mechanic tends to diagnose faults in my car by A: drinking alot of piss & then B: telling me to go buy something better. Also Placebo is a really shit band. What everyone is actually talking about is confirmation bias. You expect your million dollar oil to make then engine feel better & lo and behold your head confirms it.

Aero is not magic. Broadly (very broadly) if you can generate, say, 20% of the weight of the car in downforcee you will increase the lateral grip by the same amount (you wont really but for the sake of the argument). A GTR with driver is about 1600kg. So you need 320kg of downforce, biased about 60/40 bias to the front. Near enough to 200kg of front downforce. Have you seen what sort of wings are required for this at the usual 100km/h cornering speeds you get in local circuits? Is doesnt happen. The coefficient of grip (friction) will NOT stay constant. It is not constant. It falls away as the loads increase. Well go your hardest. But you will find, as countless others have before you, that you theory is wrong. It is not F1 in the 60's after all.

A 21% difference in lateral grip (Which is absolutely massive) will only produce a 10% difference in cornering speed. There is no way two notionally similar cars ie a GTS-T versus A GT-R will produce anything like that difference in cornering speed. They will, on the other hand, easilly produce a 10% differential in straight line speed based on the GTRs better traction. Given the straights are longer than the corners - well you figure it out. The more wieght = less relative grip. If you double the weight of a car you need twice as much grip to corner at the same speed. Unfortunately tyres will not produce twice as much grip with twice as much weight. I have. Most of it is tripe. The R32 & R34 GTR AWD systems are fundamentally the same. They are both sufficiently advanced to more than make up for their weight. Even primitive, 1980's LSD's work, believe it or not.

Yes the exit is only 1/3 of the corner. Just the most important third as it dictates your speed along the straight which is where there is a huge amount of time to be gained/lost. Given a GTR can run a wider tyre, it can brake as well as a GTST, corner as well too. You have assumed the response of the tyre to additional weight is linear. It is not. What you have said there is fundamentally wrong. A well advanced AWD will beat a RWD in terms of potential (or anything really) anytime. You have summed the whole thing up there. So why say that & then try & back pedal?

Chalker Cosworth?

The twin chassis Lotus was a bucket of snot. Hopeless. The FIA did Chapman a favour by banning it, not that it was legal in the first place. Anyway your mate Colin was busy with other, much more dodgy stuff at the time.

Your theory is complete rubbish.

Why do you mean by Eibach dont do them? I have the red Eibach springs on my Bilstein shocks on my R32 GTR. For what it is worth they replaced Whiteline springs which now sit gathering cobwebs in a box next to some black Eibach springs that bolt straight up to the Bilstein shocks. If you want to use springs from red (motorsport) Eibach range you need the threaded section that fits over the shock, the two bottom collars, the top spring seat & the spring. Eibach do a massive range of springs. You need to specify the spring length (eg for the rear in inches so a 8" long spring reads a 0800 on it), ID for me its 2.5" (which reads as 250 on the spring) and finally the rate in lbs/in. Divide the number by 54 to get kg/mm, so a 275 lb spring equals 5.1kg/mm.

First thing is to find a car club & go have a look. http://cams.com.au/en/Development/Club_Zone/Club_Finder.aspx

There was a time when I would have hapilly have shot Mike Raymond - the useless fat fk. But in hindsight maybe he wasnt as annoying as his commentary. He did some good work keeping alive the broadcast of motorsport in Aus. At one point there channel 7 didnt even want to telecast the ATCC. Just Bathurst. Hell the 89 (?) Sandown 500 was shown on the ABC because no one else was interested. For that matter the Aaaaab did a pretty good job of telecasting the early 80's Group C stuff. Most of it is now being sold by Chevron on DVD's. Most of what I remember of Longhurst was that you could just about set your watch for the time into the race when he would punt Bowe off into the boonies. You are right though. Compared to just about every other touring car series the V8's are going great. I mean they are entertaining bids for the ownership of it running into tens of millions of dollars. Madness.

But not only was the racing pretty awful so was the telecast on seven (you'd get an hour squeezed in between the football or failing that on after the late movie on a Sunday night ie 10.30 start). People should remember that there used to be one race of less than an hour on Sunday with only qualifying on Saturday. So there is much more actual racing nowadays. Added to that there were relatively few cars - the 1992 rounds for Tassie and WA had maybe a dozen entrants. The legacy of group A is the great cars it generated. The racing was ordinary & the set up unsustainable once it lost manufacturer support. V8's for all its faults has atleast allows more teams to prosper and is actually less dependent on the manufacturers than group A.

Attached is the info sheet that comes with the Tomei pump. (I bought one). Couple quesries if anyone can help with the translation. 1. There are three tiny disc shaped shims and a washer(In the box on page 1). Cant make out from the manual where these go other than under the external bolt shown on the pump on p3. Is that correct? 2. Basically what is written on the table on page three?

I agree with what you are saying - but the SIPS on a 2 door R32 is still pretty nonexistant, least of all if someone with a fk off big roo bar on their 4WD nails you where the B piller isnt. A westie XTR is something a bit interesting if you had the coin.

Yeah but you dont have to have a Caterham. There are a bundle of other makes. Just get one with an independent rear end and the wide body version (To fit your child bearing hips). As long as you arent too tall they are great cars. Put whatever motor you want in them. You can even get them with a carbon fibre tub if you have the coin. They are quick - very quick on tight stuff. Fun to drive & they are cheap to run. Stack up how much you will pay for brakes/tyres/motors on a turbo charged Nissan anything and compare it to the $1.50 it costs to run a Clubbie. If I could fit in one of the damn things I would probably go buy one. http://www.carsales.com.au/all-cars/results.aspx?N=1216+1246+1247+1252+1282+4294933671&keywords=&tsrc=allcarhome&Nne=15