Risking

I personally like the finish of glass beads.

Did I not sell you a block not that long ago? If it was you and the block turned out to be unusable let me know and I can change it over for you with another.

Get this setup together for a customer who crashed the car before we ended up installing it. VDO oil pump (same pump used on every v8 supercar for diff coolers) Earls 19 row oil cooler Fittings and adapters to suit transfer case Earls hose Deutsch plugs and enough mil spec cable to wire it up. Adjustable temp switch to drill and tap into the transfer case. Requires a bracket to be made up to mount the cooler and pump but otherwise ready to go. Everything is brand new Asking $740 due to the high quality components this is actually cheaper than people can buy the parts retail. With a different fitting or two it could be a gearbox, or diff cooler etc

CR6380 Alcon calliper Ds2500 pads Alcon 380x32 rotors Custom fixed rotor hats Custom radial mounts We managed to get the hat offset and calliper mount spot on for the offset of the rim and get them under 18's with some fine adjustment. Just completed a 380x36mm brembo 997 cup car kit onto a GTR last week too, again under 18's

Got a couple, unported & original Pick up any time from Campbeltown.

I've done a couple of HTD driven steering pumps with Ross Never had a single drama with them. Slows the steering pump to 50% (or whatever speed you choose to gear it) perfect drive and never had a belt come off. After we fitted the first kit and made some recommendations to Ross I believe he has refined the setup and is supplying some specific fittings and spacers that are needed now.

I haven't done a VT but done a VS and VE's

Ive got a couple of customers that we've installed quaife enters for. One has a factory transfer case, nismo shimmed rear diff and quaife front with 4:3 ratios. It's subtle in the car park but works well on the track (track only GTR) Another has a quaife front, nismo rear, modified transfer and actuator, seq hollinger and 3:5 ratios. It's a bullet of a car and the gearbox makes it a pig, the diff has been terrific.

As a part of pro fabrication I've now got an employee doing all of our Motorsport wiring looms in house. Using high end Materials we have begun putting together drop in harness' for Nissan models that would be in demand. The S chassis is one such vehicle but of more interest is the GTR. These are bare essential looms and so far we have decided to include. Attessa control unit & outputs to ecu Provisions for ABS to be operational All front and rear lights operational circuit breaker unit (no fuse boxes) Factory indicator stalk Lights etc on switch pannel 3x fuel pump power feeds to boot Blower fan or heated screen power Thermo fan supply Ignition key And a couple of other small incidentals. I'd like input from people interested in these as to what other things they'd like to see either fully wired or atleast provisions provided within to harness. Things like electric steering pumps etc We are using deutsch connectors exclusively and supplying the harness with a "mill spec" connection on the fire wall or grommet for the budget conscious, no cheap conduit cover either, everything is done using tech flex braid and sealed with shink tube at the ends. the 3 skylines, 1 s15 and lotus exige that have been done have all been very affordable as far as custom professional wiring looms go.

Good to see your happy with it. It's a pretty trick way of doing the washer bottle filler on that can with the filler tube running through the catch can section . From the top it looks like your putting water into the catch can

No I install an adjustable pressure switch in the high pressure line as close as possible to the actuator on the transfer case. This switch is used to cut the pump motor relay. I should have also mentioned moving the solenoid to the same location. I use a goyen hydralic line solenoid. The pump this way keeps the entire line under pressure and reduces the "lag" time of pressurizing the actuator feed hose. The idea of using the switch at the actuator

Skaife will get the job. He would have hung up his enduro helmet knowing exactly what was coming. Tony isn't that bad, what his done for the sport of V8 supercars over the two decades is admirable. Granted his done nothing for lower forms of Motorsport but people don't realize that there is an entire committee making the decissions not just cochrane. The homebush circuit was the brain fart of skaife, then put to the board who made the choice to run with it giving skaife the task of making it happen. I say best of luck to cochrane, his been the spear head for the sport, taking all of the good and bad press over a long period of time. I admire what his done, hats off to him.

Skaife will get the job. He would have hung up his enduro helmet knowing exactly what was coming. Tony isn't that bad, what his done for the sport of V8 supercars over the two decades is admirable. Granted his done nothing for lower forms of Motorsport but people don't realize that there is an entire committee making the decissions not just cochrane. The homebush circuit was the brain fart of skaife, then put to the board who made the choice to run with it giving skaife the task of making it happen. I say best of luck to cochrane, his been the spear head for the sport, taking all of the good and bad press over a long period of time. I admire what his done, hats off to him.

Action alluminium Alspec alluminium Capral alluminium I use them in that order by preference of service not nessisarilly price. Action is usually the cheapest though.

Your slightly off the ball with some of your comments That setup with 4x44's will be heavily REAR biased if using the master cylinder that was previously used. The rear surface area has not changed and the hydralic advantage remains the same. With a larger piston area on the front the piston clamping force will increase however the piston travel distance will decrease (using the same master cylinder) the decrease in travel leads to rear bias.

To say the cars are the same underneath is a false accusation. Has anyone actually seen the underside of several current generation supercars from various camps? They do share the same formula, wishbone suspension, live axle rear ends etc but the cars are worlds apart in terms of geometry, component design etc. The new COTF should provide an equal build quality,some of the cars you see on TV currently have a build quality on par with some of the average drifters doing the rounds. I'm not exaggerating either some of them are seriously terrible.

You have a pm. I don't get on here everyday, the reality is SAU accounts for 10% of my work so I don't always check threads and PM's daily. It's been weekly as of late. My email is available. Best to contact me via that, or leave a return voice mail.

Not a problem I'll cancel the invoice. If anyone wants an R33 undercar surge tank setup for twin 044's I've got one fabbed and ready to pressure test/ post off. $330 inc gst plus postage charges.

That above setup is pretty much exactly what we are looking to achieve.

How did I know someone would post a reply like that. A quick question that 3 or 4 guys could do a quick 30sec post and answer with educated information making a simple recommendation for me. The handfull of people who I was hoping would have a recommendatioarcade always sourcing advice from me which I always am happy to help with. So I could spend 4 hours reading pages upon pages or I could ask a small question on the current page and get a recommendation.

I'm looking at using one of these kando's on an SR20 that were building at the moment. It's a dedicated circuit car that will be used for driver training, and general track duties. Loong for around the 250-250rwkw mark, nistune, dry sump, Etc. I don't mind making it fit if need be, internal or external gate, new or 2nd hand doesn't matter What would those in the know recommend from kando?

Ryan I have two Vehicles already doing some laps. One is an r32 GTR and the other is an r33 GTST RB25. So far pricing is on a case by case basis as I'm insisting on doing the installation myself or atleast controlling it due to the nature of the setup not really having been done before. Bracket, balancer, and drive kit are identical to dry dump parts. Sump is a modified version on my normal 9L sump, pump is a two stage and the surge tank is obviously custom. Send me a email if your keen to get a quote and have one done.

I'm releasing a fantastic new oil setup at the moment which is a hybrid dry/wet sump system. Using a 9L fabricated sump, 2 stage pump and a "surge tank" The single scavenge stage draws from the 9L sump and fills a 2.5L resiviour (surge tank) mounted inside the wheel arch or engine bay. The single pressure stage draws from the resiviour and pressurizes the engine. From the top of the resiviour a return back to the sump allows the tank to breath and overflow. Pro's As good at controlling surge as a full on dry sump Far cheaper than a dry sump Less plumbing External pump so no breakages! Lower weight not having the large tank and lines So far testing has been faultless with perfect oil pressure logs when running on slicks. I've also just completed the first prototype resiviour to fit into the original space occupied by the washer bottle on the R32.

Signal consistency at high rpm is the Benifit. Every tuner that's done one with these triggers has complimented how well the signal holds on at high Rpm. I've got alot of racepak data from various dry sump converted cars now. The best one I'll put up a screen shot of. R34 GTR that had a high octane sump, baffles, returns, tomei pump etc etc. Wakefield park it would drop as low as 5psi and overlaying g force vs oil pressure clearly shows oil surge. Same car after the conversion it holds 65-70psi no matter what the g forces do.

That one is all finished, tidied up and ready to go get retuned next week before the nationals.