Emre

You have nothing to worry about. I've had numerous dealings with Greenline and they've been nothing but superb. Most likely, the part you're after is out of stock temporarily. They will send it as soon as they receive it.

The event was at Calder, I'm sure that's what he meant. The purplish GTR is mine and had to retire after the first session.

That's something I haven't paid much attention to Andrew, I am normally watching the road on full throttle. The gauge is not scaled linearly as well which makes it little harder to read. However, you don't necessarily need to break traction for the torque gauge to start moving. On the highway doing 110 km/h in 5th, if I go full throttle, the gauge will start moving slightly. The g-sensors are an electronic device, so you should be able to test it with a multi meter. I have never done it.

Higher octane fuels are more resistant to combustion, for this reason alone using it without a tune to suit, can result in a loss of power rather than a gain. AFAIK, Jap cars are tuned to run on 98 RON fuels. Higher octane fuels are available from the pump, that's why you see a lot of cars with chipped ecu's. Even Power FC default maps have a very agressive ignition map, but some claim to run it without a tune. Leaded fuel will destroy your catalytic converter and oxygen sensors.

My avatar is actually the rear end of my car. It's the option skyline33 is talking about.

You may be correct there. Nissan recommends to use Nissan special power steering fluid in the ATTESA system. Anyone know the differences in between ATF and power steering fluid...? I thought they were pretty much the same thing.

The system uses ATF. I heard about the procedure you are talking about but never tried it. Even if it worked, i wouldn't be comfortable enough to put the car on a 2WD dyno after that procedure. It may bring some extra fun factor on the street, that's about it IMO.

It just will not work to its full potential, like having some air on your brake lines. Nothing drastic and to panic about. The procedure : Disconnect the plug in the picture to reduce the pressure in the ATTESA system. It's a white long plug and located near the fuses in front of your right knee when driving. Fill the reservoir in the boot up a little above max. line and start the car. Lift the car on the hoist and crack open the bleeder valve above the hose you'd disconnected when taking the gearbox out. As the air and fluid coming out the pump will activate to pressurize the system. Bleed the system till air pockets stop coming out. Lower the car, top up the reservoir while engine is off and connect the plug back.

Yes Andrew, I know Brett. That is the fluid used by the ATTESA system and is connected to the reservoir in the boot. It's controlled by an electric pump which activates when needed. The system has to be bled in your case. Only other fluid that could have come out would have had to be done manually. Like taking the drain plug out from the gearbox or transfer case.

ferni, (what is your name btw) Your g sensors are under the centre console in between two front seats. When changing drive shafts, i noticed gears on the end of the shaft. I suspect they are there to sense speed of each wheel. The transfer case 7 wet clutch discs in there to lock the system up. It operates in similar fashion to motorcyle clutch packs but are operated by the ATTESA pump. Increasing the amount of clutch packs will give more drive to the front wheels. Ben @ RacePace does this mod and installs 10 clutch packs in there. ATTESA pump has to have no air in the system to work up to full potential, so it has to be bled if the system is interrupted while taking the gearbox out. The fluid in the ATTESA and transfer case is not shared. If you emptied the transfer case, you have to fill it back up; it doesn't get its fluid from the reservoir in the boot.

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This is becoming hilarious, we have a linguistic expert at hand now. If you are relating Hawthorn FC to Cosworth, you have to understand that Cosworth are not competing on their own in F1. Their success is directly tied with the performance of all other components within the Jaguar Racing Team. You are faced with a similar situation at Sauber, they are using the current Ferrari engine and gearbox which is the best in the competition, yet they sorely lack the success of Ferrari Racing Team. Which brings up the same question again : Do you hold a position in the Jaguar racing team...? Where is your judgement of "every other component of the car except the Cosworth engine excel in performance" coming from...? How are you able to come to that conclusion, i'd love to know.

GTR makes maximum power at 6800 rpm x 75% = Supposed to be tested at 5100 rpm. GTS-T makes maximum power at 6400 rpm x 75% = Supposed to be tested at 4800 rpm. It seems that if the tester do not have this info at hand, you are lucky and get tested at 3200 rpm.

How is a reliable but useless engine able to power the Jag to second fastest time in qualifying...? All credit can not got to Webber surely. Talking about off-topic, you seem to weave around quite well yourself and address the points that suits you. WTF does that supposed to mean...? Are you contradicting yourself again...? There must be one crap player in there to resemble Cosworth surely. Whose fault is it that the team is not performing...? Is there just that one single player holding Hawthorn back...? Go on leave most of the questions un-answered and crap on about how bad Cosworth is doing in the pasr three years. (since this how YOU base the credebility of teams)

Tony, I think bore x stroke ratio is somewhere between 2:1 and 2.5:1. 95mm x 40mm is stuck in my memory for some reason.

Your attitude is beginning to shit me ! I am aware of the meanings of reliability and performance. The contradicting part of your statement is as follows : There has been 9 races in F1 this year, Webber's car did not finish 5 times out of 9 and only one of them is engine related. From the remaining 4 races he finished in the points twice. How does a reliable component of a racing team, hold them back from getting into the points ? Webber qualified second in Malaysia, (a tightish circuit with two long straights) not a bad effort with a useless engine. There is a lot of work to be done at Jaguar for them to be competitive and if I was the man running the team, I would concentrate on the unreliable components first. Do you hold a position in the Jaguar racing team...? Where is your judgement of "every other component of the car except the Cosworth engine excel in performance" coming from...? How are you able to come to that conclusion, i'd love to know. Refer to post 34 for my answer on Cosworth's achievements. It's clear that I don't agree with the way you base a team's credibility, so why are you trying to fish out the same answer from me...? In 1999, Cosworth supposedly had the most powerful engine in F1 supplying the Stewart team, during Ford's first year of ownership. 5 years down the track, they are not fairing so well, but they are far from useless. They do have a lot on their plate and maybe Ford is holding back on some decent funding till the team proves that they are able to tango with the best.

The plenum in the first picture looks like it's been stripped on purpose, quite amateurishly, without being removed. It can't be a case of paint peeling off, as there is no paint left on it. However, the whole engine bay is quite dusty which can mean a number of things. Possibilities are : The car has been sitting in storage for a long time, the owner has never opened the bonnet, the owner opened the bonnet but can't be arsed to clean it, etc... I certainly do not spend any time cleaning my engine bay. The appearence of an engine bay can reflect its mileage or fastidiousness of its owner but not its condition. If it's a local car, get it checked. If it's not a local car, get it checked.

GTS-Ts came with the factory optioned sunroof. GTRs came with Autobarn optioned sunroof. Quite easy to fit. Put the sunroof in place and outline the edges, remove the sunroof, hold the grinder firmly and proceed. Finish the job with a tube of silicon.

GTR32, I've never witnessed others having the same problem. From memory, in UK forums, someone had an issue, but i can't remember exactly. I had a second hand Power FC prior to my current one and never had this problem. The current one was brand new and there are no spliced wires in the ECU loom. On both occasions that it reset itself, it was a very hot day and the car was parked under the full glare of the sun. One was after a long 2 hour drive, the other was at the drag strip. I have a hunch it has more to do with my alarm installation but never looked into it further.

Hi Mark, Purely, it's not recommended by Redline themselves. I don't know how Shockproof would perform in an LSD. 75w90 for normal use or 80w140 for race use is recommended. It's not recommended to use Shockproof in the R34 GTR gearboxes, as the Getrag doesn't like it. MT90 is meant to be quite good for it, but Snowman did his 3rd gear syncro on the circuit using the MT90. The oil in the transfer case and the ATESSA pump are not mixed. Nissan Matic D is what's recommended from factory. I've heard the usual Dexron III type ATF wouldn't be very good but that's what i've been using for near on 4 years.

Had you done a filter change as well...? It holds about half a litre. Check the oil after it settles for a couple of minutes. Fill it up to the high mark on the dipstick.

Unichips aren't very popular in the Skyline scene. There was talk that, people who opted for them had issues with the ECU's self learning function. Perth boys are raving on about the Wolf, so maybe give that a go.

SK, Which default settings do you like to change with the Datalogit software, that aren't available with a hand controller...? Locking and storing maps are a huge plus. My Power FC reset itself to default settings on two occasions and i was very glad to have the laptop on the back seat.

He hee... Not if you've scored a second hand clutch. I don't think the shortened carrier comes in the kit. AFAIK, it has to be purchased seperately and it's a Nissan item.

If you've already sorted the data-logging sorted, or do not needed, there isn't much need for the Datalogit software. It opens up a few more adjustable parameters for you, but you will find that they will not require any change (like air temp v ignition). Air flow settings are completely adjustable with the datalogit, but you would have to be very competent before altering any of those. Ignition wise, Power FC is quite capable of handling high hp in this regard. If needed, HKS Twin Power can be a good addition to the system @ a cost of around $900.