Forged

+1 sent emails and pms. need your bank details (for the rubber seal). cheers

yeah did all that but still getting the error page. it only happens on this particular computer though. tried log on from other computers everything was fine. odd.

thanks. yeah I've seen one on a R32 gtst, very neat but unique in my opinion. give me an offer, you never know

Highlights of the Montreal race: 1, Lewis' maiden win! 2, Massa black flagged! 3, Sato passing Alonso! 4, Hope Kubica recovers from his broken leg.

nicely done. yeah bonnet is a good idea maybe black or part black to match the lip. and perhaps do something about the orange blinkers aswell

I second that. "It is difficult comparing drivers from different generations who competed in utterly different machines makes it almost unanswerable. However, the one thing that survives throughout history is the hard statistics. And with Michael Schumacher finishing his career with seven world championships and more than 90 grand prix wins, you have to say the statistics argue strongly in his favour. At least two more world titles than his nearest rival, Juan Manuel Fangio. Almost as many victories as Alain Prost and Ayrton Senna combined. More pole positions even than Senna's incredible record. So if achievement is the yardstick, Schumacher must be the greatest ever."

Congratulations! Nice ride! It will give you plenty more excitements to come! Enjoy!

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still getting IPS Driver Error page when clicking on people's user name and my own user name. need to click back and click on the user name again within the next few seconds, then it will go into user profile page. but need to repeat this process every time to view any other user profile.

bump

Thanks guys. Any idea where in Sydney can I get it chipped?

n15m0, may I suggest painting that lower extented lip-like part black to contrast the white bar. would look nice and unique, stands out from every other impul front bars. just a thought

The new GTR sales goal is anywhere between 1500 - 8000 units per year world wide, depending on the final retail price. http://j-gt.blogspot.com/2006/07/gt-r-sales-goals.html

One of the importers in Sydney told me there were 200 midnight purple IIIs, as opposed to 300 midnight purple IIs.

A little bit more info I have found. What do you think of these quotes?

offers welcome

These are East Bear style pods or rear bar skirts on stock GT-T rear bar (silver car). Dont think east bear makes them anymore.

pm sent re left hand side door/window/mirror rubber seal.

I know RE01Rs were factory fitted to the Z-Tune. Best street tyre from Bridgestone. Not sure whats RE001 though.

Surely someone would want this great looking spoiler

If you could afford the whole kit it would obviously be the best option. The reason I got bilstein shocks only is because I dont want to lower the car too much but I do want improved handling as well as factory like ride comfort. These bilsteins have built-in adjustable circlips which in the lowest setting they could lower the car by 24mm in combination with factory springs. and thats plenty lowering for what I need. another benefit with this combination is that its not necessary to have camber adjustments after lowering. but dont let me stop you from getting the full kit as what I chose was only intended for the main purpose of my car, daily driving. and Im sure these bilsteins would work best with Sk's springs in terms of optimum handling. road or track.

Thanks for the link. Forza Motorsport 2 [Limited Edition] 61AUD + 14 postage = 75AUD. not bad huh? ist worth it to get the limited edition over a normal version?

I would said neither.The future is Supercharger + Turbocharger = Ultimate efficiency Here is why: Twin-turbocharged FSI engines - Central aspects Wolfsburg, 29 August 2005 - At the International Motor Show (Cars) in Frankfurt, Volkswagen is presenting to the general public a ground-breaking innovation in the drive sector: The world抯 first twin-turbocharged FSI engine ?the æŸwincharger? The compact 1.4 litre direct-injection engine develops up to 125 kW / 170 PS and has a maximum torque of 240 newton metres in the range from 1750 to 4500 rpm thanks to the combination of an exhaust turbocharger with a mechanically driven compressor. The 1.4 litre engine delivers a power output of 90 kW / 121 PS per litre, representing a peak value for a series production four-cylinder engine. Furthermore, the æŸwincharger?delivers a torque corresponding to a naturally aspirated engine with a swept volume of approx. 2.3 litres. And its fuel consumption is around 20 percent lower. THE CONCEPTUAL IDEA A compact FSI engine with twin, different supercharging as an approach to the solution The most effective way to reduce consumption is referred to as downsizing. A reduction in cubic capacity and therefore lower friction losses result in a low specific consumption, which equates to better efficiency. However, an engine with a low cubic capacity only meets the current requirements for active road safety and pleasurable driving to a very limited extent. As a result, the objective can only be achieved by supercharging. Classic turbo engines with a small cubic capacity supercharged using exhaust turbochargers have only been used to a very limited extend in the past since they have low moving-off power and are therefore less acceptable. This problem can be solved by a mechanically driven supercharger that supplies additional fresh air to the engine even at low speeds. The challenge was to combine these two systems in a rational way. The only candidate for injection technology was the FSI technology that is now used by Volkswagen in numerous model ranges. Experience gathered during the last few years by engine developers at Volkswagen in this injection technology had revealed that FSI could be ideally complemented by the two different supercharging techniques, the result being a previously unheard of increase in efficiency. This gave rise to the world抯 first direct-injection SI engine with twin supercharging for use in high-volume series production ?the æŸwincharger? THE IMPLEMENTATION Compressor for power at low speeds, turbocharger for power at high speeds The choice for the basic power unit was the FSI from the EA 111 engine series as used in the Golf in power levels of 66 kW / 90 PS (1.4-litre) or 85 kW / 115 PS (1.6-litre). The 1.4-litre engine is a four-valve four-cylinder engine with a swept volume of 1390 c.c., a cylinder gap of 82 millimetres and a bore/stroke ratio of 76.5 to 75.6 millimetres. The focus in developing the æŸwincharger?engine was placed on designing a new, highly resilient grey cast iron cylinder crankcase in order to withstand the high pressure of up to 21.7 bar over long periods, a water pump with integrated magnetic clutch and supercharging technology. However, the injection technology was also modified. A multiple-hole high-pressure injection valve with six fuel outlet elements is used for the first time in the 1.4 l TSI engine. The injector, like that in the naturally aspirated FSI engines, is arranged on the intake side between the intake port and cylinder head seal level. The quantity of fuel to be injected between idling speed and the 90 kW/litre output power requires a wide variability in the fuel flow through the injectors ?given a sufficient mixture preparation time after completion of injection under full-load conditions on the one hand and idling speed with reproducibly low injection volumes on the other hand. The maximum injection pressure was increased to 150 bar in order to achieve this wide range of throughflow. Furthermore, only FSI technology made it possible to achieve a compression ratio of 10:1 which is high for supercharged engines. The Volkswagen engine developers selected a compressor with a mechanical belt drive in order to increase the torque at low engine speeds. This is a supercharger unit based on the Roots principle. One special feature of the compressor used is its internal step-down ratio on the input end of the synchronisation gear pair. The exhaust turbocharger also kicks in at higher engine speeds (with wastegate control). The compressor and exhaust turbocharger are connected in series in this case. The compressor is operated by a magnetic clutch integrated in a module inside the water pump. A control flap ensures that the fresh air required for the operating point can get through to the exhaust turbocharger or the compressor. The control flap is open when the exhaust turbocharger is operating alone. In this case, the air follows the normal path as in conventional turbo engines, via the front charge-air cooler and the throttle valve into the induction manifold. One of the major challenges facing the development was to achieve the best possible interplay between the two superchargers arranged in series. Only when both units ?the compressor and the exhaust turbocharger ?complement one another optimally can the small power unit achieve its required, level torque characteristic over a broad engine speed range in conjunction with a previously unheard of increase in efficiency. THE RESULT A twin-turbocharged FSI with two power levels The ambitious objective of squeezing an output per litre in excess of 90 kW per litre swept volume out of a 1400 c.c. engine could not be achieved with single-stage supercharging alone. However, an upstream compressor enables the boost pressure buildup of the exhaust turbocharger to be significantly increased. The maximum boost pressure of the æŸwincharger?is approx. 2.5 bar at 1500 rpm, with the exhaust turbocharger and the mechanical supercharger being operated with about the same pressure ratio (approx. 1.53). A straight exhaust turbocharged engine without compressor assistance would only achieve a pressure ratio of about 1.3 bar here. The more rapid response of the exhaust turbocharger enables the compressor to be depressurised earlier by continuous opening of the bypass valve. This means compressor operation is restricted to a narrow map area with predominantly low pressure ratios and, therefore, low power consumption. Consequently, the disadvantage of the mechanical supercharger system in terms of consumption can be limited. In practice, this means the compressor is only required for generating the required boost pressure in the engine speed range up to 2400 rpm. The exhaust turbocharger is designed for optimum efficiency in the upper power range and provides adequate boost pressure even in the medium speed range. In dynamic driving, this is inadequate for the specified in-gear acceleration values in the low engine speed range. In these driving situations, the compressor is engaged to permit a spontaneous boost pressure buildup. The way in which these two systems complement each other means there is absolutely no turbo lag. The compressor is no longer needed above an engine speed of 3500 rpm at most, as the exhaust turbocharger can definitely provide the necessary boost pressure even dynamically during the transition from coasting to full-load operation. THE DRIVING EXPERIENCEHigh performance and torque produce low consumption and enormous driving pleasure The compressor, with its high ratio of 1:5 in relation to the crankshaft, delivers a boost pressure of 1.8 bar even just above idling speed. This provides the power needed when moving off. An electromagnetic clutch integrated in the module of the coolant pump is responsible for switching the compressor on and off. It is driven by an additional belt. A torque of 200 newton metres is available at a speed of only 1250 rpm ?and all the way through to 6000 rpm. In dynamic compressor mode, the automatic boost pressure control decides whether the compressor will be switched on in accordance with the tractive power required, or if the turbocharger alone can generate the necessary boost pressure. The compressor is switched on again if the speed drops to the lower range and then power is demanded again. The turbocharger alone delivers adequate boost pressure above 3500 rpm. In practice, the ?400 Twincharger?drives like a big naturally aspirated engine with 2.3-litre cubic capacity. This is because the maximum torque of 240 newton meters is available from 1750 rpm to 4500 rpm. The boost pressure gauge installed as standard in the cockpit of the Golf GT 1.4 TSI is the only signal of the furious activity being undertaken by the superchargers and the complex procedure of harmonizing both systems taking place under the engine hood. The driver likes it, because when the needle is fully deflected then the acceleration really presses the occupants back into their sports seats (fitted as standard). Source:http://www.vwvortex.com/artman/publish/volkswagen_news/printer_146.html P.S. I remember Toyota had a similar "twin charger" system in one of its production cars in the 90s (can't recall the exact model). Some how the car was discontinued shortly after and the maker ceased further development in the technology all together. Maybe it was due to the lack of "supporting" technologys like Direct Injection (which plays a cruciall role in the formula) at the time.

He was active the the last few days. I sent him a pm and it went through so it wont be long till he contacts you. I didnt get the full kit just Bilsteins in stock springs and a couple of sway bars. Simple mods but transformed the handling enormously. Car feel more planted to the road, minimal body roll on corners and the ride is as comfy as factory. so far so good. Will find out more when I take it to the track. As for the rear spoiler Im just wait for my side skirts to arrive so I can get everything painted and fitted. And hopefully the GTR wing would give me extra down force above 180km/h.lol Which components did you order?

Which format is the Japanese version 360 console? Mine has Japanese written all over the box and all Jap menus so I assume its the Jap version. (since it was a gift I have no idea where it was originally purchased) If its NTSC, does that mean it can not play any PAL games sold in Australia? If thats the case, where can I get it chipped so it could play all formats (ntsc, pal and/or DVD R)? Cheers