Risking

Started fabricating this for a customers race car that we have been doing a lot of work with. His crashed the car and is now wanting to move into a touring car instead of repairing the skyline. This is currently unfinished but by Tuesday will be complete and ready to go. Uses the original head flange and injector ports, runners have been cut off and a forward facing plenum fabricated and welded on. Old runners have been fully bead blasted to a perfect raw alloy finish. Plenum is semi polished finish. Uses the factory throttle body. Doesn't have an idle control provision but I can do that for anyone wanting it. Located in Sydney Will put up photos on Tuesday when its finished. Asking $550 inc gst plus postage charges.

Usually they strip a tooth or so then rip the whole lot of teeth off. The inertia that's slammed into the next tooth after a missing one is massive and they just get a domino effect. It's not exactly hard to pull the bell housing off once the box is out to confirm what's wrong with it.

Cams don't allow sports sedans to run a larry bar. Yet most touring cars your trying to attract up to 2003 have them fitting. No water cooler brakes, again most cars use them close to and after 2001/2. E85 is common place in Motorsport now. Obviously it requires a fuel cell change and fuel system update. Something maybe your not particularly wanting to do so easier to say no E85? Every car you have targeted is designed to be used on 17 inch wheels. Why would you say 18's when there is an obundance of Team dynamics 2012 wheels in stock at cheap prices that actually fit the cars? Does your car run 18's? Have you actually approached owners of touring cars and asked them what they thought of the idea? On here you and I are the only ones who own touring cars. I've got several cars we work closely with and some expressed interest untill I told them some of the basic rules you put forward. As a suggestion why don't you just say it must be an ex competing V8 Supercar with a logbook as evidence. The car must be presented to race as it was in the period of Supercar competition with the following exceptions. *must have completed its V8 Supercar competitive racing by the end of 2007 (2007 is the end of sequential boxes and opens the doors to kuhmo competitors but not DVS etc more targeted cars) *ecu is free (good call as the controlled M4 is rubbish) *tires are free *diff ratio is free (not that anyone would need to change it) *engine choice is free provided it has been used in Supercar competition by a team of the same manufacturer.(so an ext HRT HMS engine could be used in a different teams holden etc) Those rules eliminate sequential boxes (didn't happen till 2008), E85 cars ruled out etc. Fair enough the older strut front end cars like the AU,VT,VX etc would not be as competitive against the latter wishbone type cars of the BA/VY etc but the aim should be cars on the grid.

Lay shaft is also turning which is rotating tooth over tooth with the cluster shaft (nothing is engaged but in neutral with clutch out the fixed 4th gear on the input shaft must rotate the layshaft) Broken gear teeth give a distinct knock as they run over each other. Which will increase with engine rpm as the layshaft is being rotated faster buy.

The actual knotching is the easy part, I use a speed werx tube knotcher that uses holesaws It's calculating the knotch which is the difficult part. Basically String line the bar you want to do Cut the length longer than the inside measurement Measure the angle your spring line makes with the bar you want to connect it to. I use a sliding bevel for this You will need to also mark the center line of the tube you want to knotch. Transfer the angle into the knotcher and make the cut To do the other end you need to sit the tube in the cage, mark the total length where you want the knotch to begin and repeat the process. You can't just profile cut the ends and hope they are right. Each tube needs to be calculated and done to suit its location. As much as you'd like to think its symmetrical its never perfect. You would still need to work out angles, centrelines, distance etc then get each bar profiled as you go so it would take along time.

Profiles in which type of fab work? The cages or the merge collectors for the exhaust system. The exhaust stuff is a lot of work, the first of the merge collector is honestly a lot of educated guessing and measuring. Once you've got the first collector close a cardboard template that can be wrapped around the tube is used to replicate it. Im actually running some basic fabrication tutorial days in the coming months for various clubs

How did you come to the conclusion its am input shaft bearing? I don't think I've ever heard an input shaft bearing knock. I'd be more inclined to say your knocked teeth off a gear and that's causing the knocking noise as opposed to a bearing. The bearings are encased in the bell housing casting and center plate so they can't exactly explode and fall apart. Typically the input shaft bearing whines.

Always up for some alloy engine bay work and subframe mods. We are expecting our 1st baby to arrive early April so I haven't booked much in for next month which has made it easy to be picky with work. Let me know when you want to get it done and ill accommodate it.

I wouldnt mount a harness bar from the rear seat and upper front bolts, its way to over engineered for how simple a harness bar can be. For an R33 a harness bar done from 4130 chromolly tube ready for you to remove the back seat and bolt in they are sold for $330inc gst.

Toyota FT86 brake ducting and dry break fuel setup R33 GTR E flex fuel sensor mounting Lotus pipes

100% the quaife center. There is no other choice for a GTR when I'm asked to fit one. They aren't noisey and bang around They transition nicely when power is applied Drive is always consistent to the front axles They just work and do everything in a nice way not a harsh slap happy way.

Boz doesn't get on here much But a Wakefield park (AASA) licence is all that's required He doesn't require logbooked cars etc, rego or not doesnt matter.

I can't stand Moffat. There is something about the guy that irritates me. He has had some shining moments for sure.

From what I understand ECU base timing was 7 or 8 deg and the crank sensor had been adjusted to give the 6 deg required base timing. Timing light would have displayed 6 deg which is why there was no performace gains but the ecu has its trigger angles locked and they had 7 or something as base. Chances are the engines have all been like this since they left the engine shop (they all use the same engine shop bare the Kelly's) Kelly's engines may have been at the same shop prior to Melbourne though. There would have been no data available to V8 supercars from previous rounds so they could only infringe the last race. When I installed the KRE built aurora engine in my VY we used a timing light and adjusted the crack sensor to get 6degrees base. Never even looked at what the ecu had as base. There is actually very little you can do with the controlled ECU as far as ignition mapping goes. You have maximum timing numbers and the engines take those numbers very very easily. So its a case of throttle open maximum allowed timing and trim the fuel to suit done.

Was right about him getting a win but so early was surprising. Even though 6 faster cars were relegated to the back helped his cause its good to see. Hopefully he'll back it up. Great for Rodgers to finally get a win on the board too. Caruso was a bit of a flop and captain crash spent more time running into things than racing.

Why no E85? It's readily available, has benefits and a lot of older touring cars have been converted

Front usually 10kg Rear usually 18kg bare with bushes fitted.

On the holden side of the bench the VS,VT,VX are all clear. The problem may face you with the VY. It was first produced in 2002 and ran till 2004, My VY is an 02 GRM spec car and raced in the same year. There is VY's that were run and built up to 2004 though which makes your 03 rule hard to enforce if you knock back one VY that was built in 04 you can't really let one from 02 run as they are essentially the exact same car. Maybe the vehicle model should be the governing rule like it is with DVS? Like all VY models are eligible as holden produced them pre 03 but VZ is not? Same for the ford guys the first BA ran in supercars August 2002 from memory right up till 2005? Maybe you need to say BA is eligible but BF isn't? It's easy to find out when a Supercar via chassis never first raced but once they get AASA logbooks it won't be that easy to identify some cars unless you know their history. You could end up with 04 HRT VY's running as 02 model cars just to be eligible.

The way I rather do them is from the lower rear seat belt mounts It's a case of remove the rear seat, bolt the harness bar down and do the track day. Remove harness bar seat back in and back to normal. Problem is those upper seat belt mounted ones create a dangerous lever when you pull on the belts. They swing downwards in an arc allowing the belts to loosen. The idea of those bars going down is to try and prevent that rotation. They just bend. I don't have any photos of mine but they pull directly against the bolt holes with no rotating forces

Why not open the category to any touring car that's not eligible to run in DVS??

Sounds like it could work. Was kuhmo to expensive and rough for you? I don't particularly like paying for a controlled ecu which I can't even live tune. The latest team dynamics wheels are affordable but its the captive nuts that are the killer.

Looks like I was wrong and old mate mcglauclan got a win early in the season! Top job for GRM

I can fabricate harness bars like that yes but I'm not a fan of those designs coming from the upper seat belt bolts

So I was able to spend some time on the car today. New fuel pumps ready to drop in. These are believe it or not straight off the shelf Supercharged VT commodore fuel pumps. Nothing special. They are lifed at 12 month intervals. The fuel tank houses the pumps inside this cavity which is trap doored

If you can send me draft of the regs or what your thinking of for regs Stuart that'd be great. I've got a couple of early cars that could be run but myself and the owners wouldn't want to devalue them by changing away from V8 touring regs by much if anything.