Scooby

what's ESDT...nah just kidding

GT3

Hi Shane -4 for both. the aperture for the water jacket in the turbo isn't much bigger. anyway...i'm not going back in there...i'm not...

40ft yacht? I hope you get bitten by a crab. Of any variety. P1 eh? You ar$ey so and so. I won't ask... I predict your Gallardo will break down on the side of the road in a gay suburb. muahahahah. See you when you come down maybe.

+1

mate Enzed etc is your friend. i used teflon braided -4 lines with plenty of heat unsulation and 200 series fittings, but only because mine is an RB30 block and the stock lines don't work well. stick with the hard lines if you can, less stuffing around, $ and no problems with heat in the long run. i would've if i could've.

muncher

Can anyone tell me the caliper piston and pad sizes for a 350Z Track rear (322mm, 2 piston)? Cheers in advance

Werewolf

correct, unless you want a circuit/sprint car you'll find the ratios quite short.

beagle

Try Racer Industries, the price of pads was close enough to Greenline for me to not bother getting them from o/s.

Roy it's probably safe to assume that the Stoptech tests were carried out on cars that were either stock, or well set up. djr I agree, that does seem to be the trend. I'm going to pursue this off-line as I think it's worth it, will let you know what I find out.

Posted this a while back, problem with Falcon discs is hub locating hole and stud size. GTR height 53.75mm centre 68 pcd 114.3 GTP height 50.5 (355 diam ) centre 71.8 pcd 114.3 larger studs Chrysler SRT 8 height 53.5 mm (360 diam ) centre 72 (32mm thickness, DBA cattledog min 31.8mm. misprint?) centre 72 pcd 115 mm Viper SRT 10 height 59.6 (355 diam ) centre 73.6 C6 Corvette height 45.5 (355 diam) centre 70.7 You might be able to get some undrilled DBA5000s and have them drilled to suit. Should work.

coudn't agree more. i'm just pursuing this: The most dramatic front-bias impacts are usually brought about by “big brake kits” which are not properly matched to the intended vehicle. Any time that a bigger front rotor is installed, there is a simultaneous need to decrease the effective clamping force of the caliper (installing smaller pistons is the easiest method) to offset the increased torque created by larger rotor effective radius. The objective is to maintain a constant amount of brake corner output (torque) for a given brake line pressure as Figure 6 illustrates. Unfortunately, too many upgrades do not take this factor into account, and those poor cars end up with both bigger rotors and larger pistons which serve to drastically shift the bias even more forward. While rock-solid stable under braking, stopping distances will go up dramatically. from here: http://www.stoptech.com/tech_info/wp_brake...rformance.shtml

the rears aren't changing, so they remain a constant. the difference in volume is on the front only, so if it's say 5% difference in the new front set up i don't see how the rears affect that. it's still a 5% difference. the volume of the rears doesn't have a different effect on a 5% greater volume front caliper than it does on a 10% greater volume caliper. Roy the cost of seals in the US is about $45 / caliper. does anyone have views on ideal brake bias ratios ie front vs rear brake torque factoring in pad, disc and piston size? let's assume pad compounds are not factored in although we know that this can affect the outcome.

They're always risky and rarely last, the problem occurs when overtly -ve comments get posted rather than an invite to PM for details.

I don't have any affiliation with them, and I'm not doubting your reasons for stating that, but that's a departure from my and other's experiences. Since it appears that you're at the point of entering the engine building business, would you care to elaborate? Andrew pro engines is in Queanbeyan near Canberra. Dave posting in the ACT forum might yield more results. Cheers

Hi Roy, yes I reckon it should. Or are you emphasising it WOULD? Anyway it's a moot point as DJR is right, it's 5% or less difference. So much for my calcs. DJR not sure why the rears factor into diminishing the difference though, if they stay the same? It's still an increase in volume. As for firewall flex etc it's there anyway so the only variable is the volume change. Do either of you know where I can get a seal kit locally for less than the $400 or so I was quoted by a Brembo agent today? Cheers

you have PM

succeeded

I had a 26/30 with GTR adapter built by Greg, I'm very happy. He's probably lost count of the RB26s he's built, and has built engines for friends of mine including Toyota race engines, V8s etc. He very accomodating, genuinely smart, and will talk things through with you. What you won't get is bling, hype, or any pressure to keep emptying your wallet. Don't have pics of his work that really show anything, but he's posted from time to time so check out what he's had to say. Also check the hybrid sticky for a 25/30 single turbo built by him making 360 rwkw. He's a one man band but my engine was built in a couple of weeks.

mutant

mate there's three rubber strips that go under the front edge of the bonnet. in need the middle one and will pay good money for it. if you've got it please let me know. cheers

i agree the trailing piston is 44mm but there is variation in the leading piston sizes. AU and BA Falcons with the F50 kit have different piston sizes to change the pedal travel. as djr said the F40s and Nissan Brembos are the same piston size so there should be no change in pedal travel. there's about a 10% piston area increase between the Nissan Brembos and the F50s with 40x44, which should make a noticeable difference.