Risking

They aren't too bad but don't let servicing be a deciding factor in purchasing. I've seen alcons and many other brands literally black from heat and they are still perfectly serviceable internally. The callipers will outlast your ownership of them if they are kept in working order.

Problem is alot of club cars now days go as quick if not quicker than category racers, and usually the drivers are far less experienced and also spanner the cars themselves with little to no experience or qualifications. (How many SAU track days in happen and you read about faded brakes and long pedals etc the weeks following them) A GTR went off at Wakefield about 6 months ago during a speed off the streets day.at the end of the straight, punched the tire wall front NS corner first, driver was taken away and to this day is having neck related problems and intense physio. Scott Pye went in a lot harder last week at symonds and is already cleared to race again. Shame his cars in a million bits on a chassis JIG though. Pye was lucky the arse of his car was already off the ground when he went in. A lot of the energy went straight up and not into the front of the car. No doubt the HANS would have helped the poor GTR owner with injury prevention.

The CAMS super sprint series has some ridiculously competitive people in it that will make sure if your car is wrong and you beat them your life becomes hard.... Club sprints people wouldn't carr

What's your budget?? I've got two ex Supercar RD6S transmissions with gear sticks and Motor sport systems strain gauges. I won't let them go cheap (spares for my Supercar) but if the offer is decent Ill part with one

Or sucking on them even.....

I've always used HANS. Started with one of the sport II's Found it was very movement restrictive compared to a carbon pro series I had borrowed previously Bought myself a 20deg pro and never looked back. Spend the extra money and buy the pro series. I was considering upgrading to the ultra pro if your interested in buying a 2nd hand (perfect condition accident free) pro series

I'd suggest forgetting 3E production cars and just go and race MRA and irace meetings. Flexible rules, relaxed racing much easier to begin with that trying to knock a car together for the production car category.

^^^^ There you go. Isn't a bad thing either

Every "fruited" GTR race only import I've had come through the doors has been a complete and utter shit box. Yes they have all the good parts but they are always tired and worn out. Electronics are usually butchered with add on things installed upon add on things Engine parts are usually old and well used if the car is a cheap one Gearboxes often crunch and fall apart Cages are really useless. Brake upgrades often need seals, rotors and pads Suspension usually worn out and leaking. As others have said I'd buy a shell locally and build a good fresh car or buy one done already. Seen and heard of so many cars that sound great on paper but turn out to be nuggets

There is nothing special about a varex system other than their mufflers which I personally think are average. Sure they shut the exhaust up efficiently but that's all they are good for. Anyone looking for a 4inch system is doing so for maximum flow. I wouldn't put a hindrance muffler on it.

You are correct Troy. For cavitation purposes that's the best way to do them. Ill post up some photos of the Supercar swirl pots which are done the same way you mentioned. Couple of issues with the setup above. Bottom of header needs to go to the radiator side of the thermostat housing preferably as low was possible You must have a bleed from the inlet manifold or cylinder head. It's a cavity for air locks, even it's a drilled and taped 1/8th npt thread with a 5/16ths nipple and hose.

Buy the springs Gary has recommended. It's still possible to deal with Gary his not disappeared from the entire industrie. I don't believe his doing "kits" like he was anymore but his still building shocks etc. A lot of people have gone the MCA route now days. Murray's stuff has become the new SK gear. Hopefully Murray doesn't have the same dramas with the skyline community Gary did....... Murray is more interested in the circuit orientated side and is always extremely busy.

Sorry Damien, Between waiting for a baby to be born and trying to get cars out onto the track I think I've let a few emails slip without replies.

Something for the fabricators out there. A lot of guys ask how those swagged holes are done The answer is a simple die tool. It's a male and female die that are pressed together and forms the rolled edge seen on sheet metal work. Not cheap tools but add that professional touch. Wanted them for ages and finally got a set out of the USA a couple of weeks ago.

Redoing the rear wing mount and exhaust frame, Waiting for the Dailey dry sump kit to arrive as well

Some recent stuff those not following out Facebook page wouldn't have seen. RX7 tube front end air dam R34 GTR turbo intake and air filter cover

Cooling on both cars was identical. Fabricated ducts with 3inch flexi duct from the front bumper intakes.

It could be normal usage if his using the brakes to their absolute potential. Rotors are a consumable. A touring car will go through a full set of Alcon rotors in one race meeting. Most of the heavy hitting circuit GTR's will need rotors after two or three race meetings (not track days proper race meetings)

Where have you been hiding?? I heard you bought an EMO X

Just because one person tracks their car doesn't mean that they are using the brakes properly or driving the car 100% despite them thinking they probably are, your best selecting brakes from your budget and personal skill level than what others are using. I preped a couple of GTR's last year before drive Bathurst. A couple of them had the Alcon package. One driver fried the brakes after a couple of laps another had the brakes last all weekend and was 5sec a lap faster than the fired brakes driver. Same cars, similar engines same brakes and same age (brand new) on the first day Upgraded the fried braked car and the 2nd day he was another 3 sec quicker than the same guy who was faster than him the day before, the street Alcon package just wasn't good enough for his skill and confidence level. 90% of novice drivers would not notice the difference between these basic Alcon kits and the Chinese kits IF they are fitted with the same pads. In fact most wouldn't even notice the difference between a set of Supercar alcons and D2's with the same pads.

This is in an R32 GTR with no swirl pot This is a hypertune swirl pot

Troy is correct. Even get the top tank tapered if its a custom radiator. Im doing a tube front end on an RX7 currently that's getting a laid down radiator and fairly elaborate header/swirl pot system to cope with the air and cavitation problems. Find the pro fabrication race engineering face book page if you want to see a lot of the cooling system going together. Everything I do gets put up on there

I had an enquiry for one of these last week to be sent to NZ. Passed on your details as I can't fabricate one in the time frame he had

This is an off the shelf PWR core which I've just put a modified cap on the filler next and welded a -4an fitting to the tank. Also welded up the hole where the original overflow would have come out the filler neck. Works fine but the swirl pot would give 100% confidence there is no air lock in the radiator as its bleed point is higher

I don't always use a swirl pot. I normally make my own radiators and leave the filler neck off. Then run a -4an fitting off the corner of the top tank which runs to the header tank. -12an is okay for the bottom of the header. Rb20,25 &26 swirl pots are all different. The header tanks are car specific too. All entry's to the header tank should be an inch from the tanks top. Then the new radiator car above that