djr81

The best work Ilmor did was designing a push rod V8 for the Indy 500. The motor had a life of exactly one race - the 1994 Indy 500. Needless to say it won. Ilmor was bought by MB ages ago. The Ilmor that exists today came about via a Honda Indycar engine programme & Roger Penske's involvement. Same thing just different.

Judd motors (the 3.5 litre V8's anyway) were used by Williams, March (Leyton House) & Ligier. Later by Lotus. Judd had a long history in F1 & other categories - he worked on the championship winning Repco V8's & had extensive dealings with Honda. Judd engine developments company still exists today. Interestingly (or not) the motor the Leyton House team went on to use was an Ilmor V10. Which morphed into a Mercedes Benz badged unit. Which went into the back of the Sauber. Well before Sauber was taken over by BMW. See how incestuous F1 is?

I guess that was sarcastic. Hard to tell. Clearly weight distribution will profoundly affect traction & have an influence on cornering speed. My point was that the relatively influence it has on braking performance in no way explains the complete hash many drivers are making of defending their places into corners. Alonso was all over the place in Malaysia & clearly he is no Muppet. RBR's scope for running an "illegal" rear diffuser will be seriously hampered by their pullrod rear suspension. You can bet someone somewhere is beavering away designing a pushrod rear setup for the RBR. Adrian Neweys abilities (in an F1 sense) have not been in doubt since he designed the Leyton House Marches that offered the only real competition to the McLarens in 1988. The amusing bit about Leyton House was who their motors were designed for & by - not necessarilly who had their names on the cam covers...

This years cars are predominantly grip limited at the rear. Which means the teams try & get as much weight forward as possible. (By the way this is why the diffuser ruling is so critical) With the KERS you obviously need a motor tied in with the drive train to get the power out. Beyond that the batteries need to go as far forward as possible. On the upside I don't think any of the teams are running over weight because of KERS. On the downside obviously there will be limits to how much ballast you can redistribute when running it. But weight distribution shouldn't have a marked affect on braking performance.

How did you get 4 degrees out of offset bushes? I couldn't get even three. The Nismo arms tend to get sold as a kit - with stuff you don't need. http://www.nismo.co.jp/en/products/competi...linebcnr33.html Mostly the arms are stock Nissan parts, but drilled differently & painted silver. For my 10 cents worth the minimal list will be: Sway bars front & rear. Shocks/springs (If you are unhappy with what you have). Adjustable bushes for front & rear. Falling under the good idea category is: Shorter front upper control arms. Adjustable castor rods or offset bushes for the stock items. Under the nice to have category are: Longer front lower control arms. Front upper link mounting brackets (ex Nismo)

Well the KERS runs in conjunction with the motor (obviously). So if it igets to be fully charged half way into the braking zone then clearly you lose whatever percentage of retardation the KERS was providing. The KERS only runs off the rear brakes so by my dodgy figuring it must affect the braking performance. Even then it assumes the torque of the KERS is constant as the car decelerates - although presumably the engineers have worked out a way of keeping it relatively linear.

Yeah the commentry appeared to be running about 5 seconds behind the vision. So Brundle would be speculating as to whether or not someone would be in for a pit stop - but after they had screamed by the pit entrance. Still having the sound out of sync with the vision is pretty common....

The problem with the KERS cars appears to be that they are horrible under brakes. The bias must be all over the shop.

Just thought I would offer this up to those bitching about One HD TV. Where I live we don't get One HD. Or infact any commercial high definition broadcasts. Or for that matter any commercial digital broadcast at all. So the Win signal goes out in beautiful analog. Wide screen? WTF is that? You will notice how the timing on the left hand side of the screen can't be read. Brilliant. Qualifying doesn't get shown at all. Steven Conroy = Fail. You fkn muppet.

To be honest I can't think of a reason why you couldn't get ABS to function on a dual master cylinder set up - one with bias adjustment at that. Ofcourse it tends to depend on how you go about the bias adjustment. If you think about it a reservoir is just a reservoir so that doesn't affect anything. The twin cylinders are just a different way of proportioning the fluid (ie instead of having springs in the bore of the conventional system) The bias adjustment just alters the amount of travel each cylinder has relative to your pedal. The only thing I can think would be a problem is running a pressure limiter for the rears. But if you have a look at the stock set up & the knee points etc even that doesn't appear to be a problem. So in short it should work. Just don't quote me on that....

The three channel/four channel thing doesn't make a huge difference. A three channel ABS system still detects a locked rear in the same way as a 4 channel. The difference between the two is that a three channel will release (reduce, really) line pressure on BOTH rear brakes. A four channel only does the locked side. Basically you are trading rear end stability (3 channel) for slightly more retardation (4 channel).

Sorry but you are completely misunderstanding things. The crank angle sensor adjusts the ignition timing. The adjustable cam gears adjusts the cam shaft timing (Degreeing). The two are not the same.

Yeah ok, just trying to have a laugh. Look its a GTR. Hence is basic handling characteristic will be understeer, then power on oversteer. To fix the understeer you need to control the roll (by spring and sway bar stiffness to reduce the dynamic camber change on the outside front) and use a large dose of -ve camber on the front end. To deal with power on oversteer you need to change the torque bias for the ATTESSA system. Use the Bridgestone rubber in preference to just about anything else. Gary (SK) has not been on this forum for a very long time. With regard to the other tiems you have listed. Castor rods help, but only a little. They are not the panacea the drift nuggets insist they are. Nismo make LCA's too. Upper rear control arms are unnecessary - but you need to be able to set the -ve camber at a reasonable value. Reasonable being somewhere in the range of one and a bit degrees negative.

So, apart from that it handles pretty well?

It may not be done: 0614: BREAKING NEWS FROM SEPANG: McLaren sporting director Dave Ryan - who accompanied Lewis Hamilton to the fateful stewards' meeting in Australia - has been seen leaving the track with packed bags. Subsequently there is speculation that he has left the team after more than 30 years' service. Communications director Matt Bishop told BBC Sport the team were "not confirming anything at the moment" but added that McLaren boss Martin Whitmarsh would hold a news conference later on Friday.

The wascc one will be more accurate than one at a dump site. Do you need a printout or just to know what the thing weighs?

Sounds like there has been a profound lack of understanding between McLaren & the stewards.

Nothing says its the weekend like a bumper for sale thread. To answer some questions: The Mines cam baffles replace the standard Nissan ones. Using the baffle kit reduces/eliminates the need for an extra oil drain the head. Yes you can make an offer if you like.

And that quote came from where? Just a post on the previous page. Read this: http://www.autosport.com/news/report.php/id/74153

You have to ask why McLaren instructed Lewis to let jarno past. Why? Whitmarsh said the team would not appeal but insisted Hamilton did nothing wrong. "Obviously we are disappointed by what happened,'' he said. "Lewis didn't do anything abnormal and it was clear Trulli shouldn't have passed him. But we have to accept the decision.'' He said there was no question of Hamilton lying. "There is no implication that Lewis lied to the stewards. I don't know what they meant, but I understand there was a belief the team was not explicit enough about the radio conversation,'' he said. "What they believe is that the omission of the information about the radio communication between the team was withheld and that is misleading.

Well I would suspect that the advertising was the killer. I was looking at some of the rates for the not so popular mags - well my flabber was aghast at the prices. Paying for staff to do what would otherwise be voluntary would hurt too. It is staggering how much work needs to be put in to get things organised these days.

Hmm, good timing. This weekend ARC is on in Busselton along with the speedeventseries.

Other than maybe corporate boxes & carpark for merchandise etc those costs are common for anyone running a trackday sprint. With a modicum of sponsorship & a reasonable number of entries most state based series appear to be viable. They do however, tend to have more entires at a lower entry fee. On the flip side most don't charge for admission, so who knows. Question: Is there any truth to the rumour I just made up that next years event will be held at Wanneroo so the series can be sold to prospective sponsors as truly national?

Err, um. Water Temp: Somewhere in 100 degree mark. Exhaust Temp: Depends on where the sensor is located & the exhaust you are running. Also on the tune. The richer the AFR the cooler the exhaust. Injector Rate: This won't change from the maximum point reached when the car is tuned. In other words it is next to impossible to suddenly find yourself with a high(er) injector duty cycle. Eng Temp: Not sure, how is this different from water temp? Or oil temp? What is it measuring? Intake Temp: Not worth monitoring. If it is a hot day & you are stationary you will get a high inlet temp. It will reduce as soon as you move off. In other words a high reading wont normally hurt the car. Other things you should keep an eye on: oil temperature & pressure.

If I can get all train spotterish - my best guess is the company is named for this bloke: http://en.wikipedia.org/wiki/Jean_Baptiste_Biot Who figured this out: http://en.wikipedia.org/wiki/Biot_Number