djr81

For $3k you can buy genuine & new - import them but be prepared to wait a while to receive them.

IMHO for the money, no. If you are out of adjustment you can probably find a sway bar that is both lighter & sitffer. Eg Cusco. Other than that they work fine with the ordinary bushes.

Look I would be last person to defend Dotars, but realy, so what? How many people are going to live overseas for 12 months or more then want to return (permanantly) to Oz with their car twice within 5 years? Yeah I can understand the frustration with the lack of communication (not just Dotars but most govt departments) but how many people would the change actually affect? Or is it just targetted at the, ummmm, "prestige" end of the market?

Well the way the FIA are messing about with the rev limits you will probably get to hear a 1.2 litre four cylinder petrol motor pulling 4000rpm by about 2012.

The thing you need to be carefull of is the hype the drift %#^$ers come up wtih in regard to castor. Yes it helps. But at small angles and in small amounts of lock it is far less influential than people think.

Now that I think about it I am not even sure they have a drivers airbag. Half of them have steel wheels & povvo pack brakes. On the upside you get no active rear diff & a decent set of ratios in the 5 speed box (Not 6) plus some other fun stuff. At the end of the day they come like that (stripped) so people can use them as race/rally cars. for which you don't need compliance. Which begs the question - what do you want it for?

AFAIK one of the noteable things that the RS lacks is side anti intrusion bars. This may be a sticking point with the SEVS/RAWS compliance.

Please don't confuse damper settings with spring settings. The spring will define how much roll you have in mid corner (along with sway bars etc). The damper won't. Adjustable shocks aren't worth a pinch of sh!t unless you pay huge money to Penske's etc. I am not advocating buying shit Chinese rubber. I am simply stating that with second hand tyres you are inheriting the previous owners wear patterns & then superimposing your own. Which is less than usefull. For what it is worth the inside of my tyres wear too. Mostly on the rear as it is wheelspin that kills them. Are the fronts you have fron the back end of someone elses car?

A few things: 1. Find a photo of your car cornering & then look at the outside wheel/tyre. That will tell you what is going on as much as anything. 2. You wont learn anything running on second hand tyres. 3. 2.5 degrees camber is not much nor for that matter is 5.5 degrees castor. The effect of 5.5 degrees castor is not great when you have a quarter a turn of lock on the car. 4. What are your front toe setings? 5. 8kg is stiff. 6. Everyone you speak to will have a theory. Most of them will be wrong. Mine included.

I had a hunt at idle in my R32 GT-R. The highly technical solution was to adjust the screw on the front of the AAC valve, ie turn it clockwise to lower the idle speed, turn it anti clockwise to raise it. The hunt went away & it now idles at the setting the ECU tells it to. Which is about 1100rpm for a power FC. Basically the valve does two things: Allows more air in for a cold idle. Controls the air (hence the idle speed when the engine is warm. It is buried under the inlet manifold next to cylinder 4 or thereabouts. If the motor is hunting it is usually that it is getting too much air for the desired idle speed as programmed into the ECU.

Settle down fellas. I said it was a one off because of the time spent on developing it in the years prior. Not that it was a one off because it was a good car.

Well if they fail to attract any sponsorship, like this year, how are they going to compete with Ferrari? Assuming the Fiat team don't make a complete dogs bollocks of their car again next year. This years Brawn was a one off. Arguably no car had as much design work done before it hit the track & so few upgrades after. They got lucky (to a degree) in that KERS fkd everyone who ran it. The teams who didn't bother with Kers did well. Anyone who compromised their car to accomodate it got owned. Clearly Brawns lack of budget this year will compromise next years design. Without much cash to catch up they will struggle. Not all of it can come from Mercedes.

Because the Tomei cam has a longer duration - hence the inlet is open longer when the piston is on the compression stroke. So you get a lower compression test number at however many rpm it is done at. The nature of longer duration cams is that the motor works less well at lower rpm. The question is, other than the comrpession number, was there anything wrong with the motor with the 260 degree cams fitted? Reason being that the compression number may be perfectly normal for that duration cam (Assuming it is degreed properly, ofcourse).

Brawn will be fine as long as they get some money to develop the car for next year. Remember they swapped Rosberg for Rubens so they won't be short on driver talent. Oh and here is hoping the Campos is a half decent thing.....

Have you confirmed what cam you have? Specifically the lift. The base circles & lifts are at the bottom of that sheet in the second post. Easy enough to measure to be sure.

That is not correct. They are the SAME camshaft. The old convention was that a Procam needed mods to fit. Now that Tomei call any cam a Procam you cannot make that distinction anymore. From what I understand they are Poncams when sold as a pair (For an RB26 you get 260 inlet & either 252 or 260 exhaust all with 9.15 lift, ie a type A or B) & procams for the high lift versions & for single cams. You can according to the Tomei listing buy inlet cams in 252, 256, 260, 270, 280 & 290 degree durations. All of which are called Procams. But the listing states "equal as Poncams" for the relevant ones.

Tomei have taken to calling some of their Poncams Procams when sold as a single cam. The difference inthe cams is simply that a low lift cam can be fitted without modification. A medium or higher lift cam cannot. See here NISSAN_RB26DETT.doc

If you want the events that are on go to the cams website under the clubs ection under events & pick your state: http://www.cams.com.au/Sport/Events/Event%...;to=&page=1 As for the secondary bonnet restraints - I have never had anything other than the standard bonnet - no clips, belts or any other 'secondary device'. Reason being is there are two restraints already built in to the bonnet - which is why you have to pop the bonnet then go around the front & release it.

Well I guess there is only one way to learn. The team will probably be as Malaysian as Renault is French. Or Toyota Japanese. But you are right a highly regulated, sheltered economy is no way to learn how to get on in F1. Anyway hard to see them stuffing it up worse than Renault just did.....

As much as I miss Lotus not being in Formula one - it isn't really Lotus anymore, is it? Malaysian money backing a German team doesn't have much to do with CBAC does it? In retrospect how badly did Ford stuff up backing Stewart & letting Lotus die in the 90's? Money spent on a Lotus Ford would have paid far greater dividends than that wasted on Stewart then Jaguar.

Anyone up for this? http://www.piarc.com.au/ASC/

Nothing wrong with the local product either. http://www.harrop.com.au/products/brake_assemblies.html As for the 17" rim size - you will be pushed to get anything much more than a 355 rotor under there & even them you will have to be carefull to get the right rim/calliper/rotor combination.

Group A homologation was done prior to any GT-R's being sold in Australia. The two are not related. In any case the Nismo model homologated was never actually sold in Australia. With regard to 15 year rules & quarter panel indicators if the car lacks them it usually means it was complied under the 15 year rule before the state regulatory authority in your state got their act together. I had a GT-R without & one with them. Other stuff that appears to have gone by the wayside as far as SEVS compliance goes are the fuel restrictor & the dash light dimmer. If you can find a 1992 model with an allowable build month (ie late, not sure how late) they can tend to be a bit of a bargain as every other dopey %*@# only ever contemplates 93 & 94 model years.

I should try & clarify something I wrote a couple posts back. I used to run a stock arm with a Whiteline offset kit on the outer & a home built (er, sorry, fully sik custom) offset pin on the inner. The inner pin meant a 3mm shorter arm length. But the drillings on the front of the Nismo bracket meant the arm bound when you tried to run an offset bush. So no offset bush meant less neg camber. If you compare like for like you do get more neg camber with a Nismo bracket. I fixed it by making the new arms that little bit shorter again. Gary, In your redrillings have you played around much with the inclination of the upper arm to change the roll centre? Or is it something best left for the LCA? The problem is that Nismo only sell the stuff as a kit in which you get a bracket, a lower control arm (stock drilled differently & painted silver) and some shorter castor rods. They no longer sell adjustable length arns hence the reference on their website about the benefits of running Nismo arms makes no sense any more.