djr81

Check the oil cooler just behind the oil filter Page EN-87 of the manual.

The only thing unstoppable about Nigel Mansell is his whinging.

You are probably thinking about things arse about. The mass flow rate should be constant. For a given pipe diameter & a given mass flow rate the hotter the gas the higher the pressure drop per unit length. So to answer the question the hot side suffers more pressure drop. But there are more factors to worry about (eg throttle response) than which side is hotter.

To think I only just stopped buying it because I got sick of wall to wall rotary powered drag cars. Maybe it can return to its old eclectic self with the technical content reinstated...........

Only the upper element of the wing is adjustable.

The Nismo LCA is essentially a stock LCA however the outer hole in the arm is located an extra few mm's to the outside. Almost all of the Nismo suspension arms, rods brackets etc are based on stock parts or are very similar to them. If anyone wants the roll centre adjusters I have the drawings for them both front & rear. Easy to make, a pain in the backside to install - particularly at the rear.

Well the roughie that just may get up this year is.....djr. They have signed some more good sponsors (some razor blade mob & 3 mobile), got a couple of 888 chassis on order, some rough head called Courtney to drive for them so they should be set for a good year. As a side interest it will be interesting to see how the two Davo's go. One up against the yocal hero Tander at HRT & the other against Jason Bright. Of the Holden teams, maybe HRT will return to form but in all honesty it is hard to see any others making an big impact. The Kelly outfit will be too new Sprint Gas will doubtless blow hot & cold again The Jones brothers may step up with Richards on board (Providing they can find the wherewithall to spend the dollars necessary to run Walkinshaws wagons) Maybe Ingalls Indian summer will continue. Of the Ford teams, well FPVs form is harder to pick than a broken nose. 888 will doubtless be strong. DJR are on the up. Stone brothers may well improve with Bright there to help set the things up. Be interesting to see how Paul Cruickshanks team get on also. The serious money is on Tony Cohrant continuing to carry on as his name suggests.

Well if you want to be pedantic about it you can include any number of factors eg the angle of the spring/shock unit for one. But for the purposes of what you are doing just use 1:1 ie wheel goes up by 10mm, shock compresses 10mm. Don't worry about arcs or anything else.

For my 10 cents worth a front LSD is probably one of the last things needing doing, but a Quaiffe would be my selection. Are you logging wheel speed as this will tell you how much of an issue you have and how much a torque bias adjustment will correct any issue. Also try & ensure the suspension is sorted before fixing things with the diff. A front LSD does not need the engine out. Sway bars look at the Cusco stuff but understand: 1 they are not adjustable. 2 The front Cusco stiffness rates are a lot higher than the equivalent Whiteline. 3. Maybe custom bars would be the go but try for hollow bars rather than solid for weight savings.

If the car is rolling too much then upgrade the anti roll bars. Simple. Castor is less of an influence than camber. But do the anti roll thing first. Any change in track width in percentage terms will be minimal. So it is not worth bothering with at this stage. If you fix the cause of the problem ie the body roll then you either will not need to address its affects ie changing tyres etc or if you do the changes will be more effective.

The most important and the most difficult thing to get right on an early GT-R is the front end suspension. There are a number of issues with regard to the geometry when modified for track work (binding, excessive wear etc) and some of these deficiencies are made worse by aftermarket modification. You should centre your efforts around getting more front end grip & a better balance to try to attempt to alleviate the understeer inherent in the chassis (itself due to poor weight distribution). Corner exit behaviour is largely dictated by the AWD system. You will need to add sway bars to your list & I would recommend removing the HICAS function. MAKE SURE the ATTESSA is working as designed & is not worn out. I would strongly recommend a ATTESSA computer such as the Ruzik Engineering product. As for replacing bushes you only really need to do so if they are either shagged or you cannot get the alignment settings you are chasing. Commonly this includes the bushes for the upper rear suspension links as there is very little adjustment from the factory. Wear points are subframe, castor rod & upper front link bushes. I would also recommend not touching the roll centres unless you absolutely know what you are up to. The roll centre spacers themselves are only only a small, cheap, machined item but they have dramatic affects on the handling of the car. If you keep a reasonable ride height and rake adjustment the roll centres are quite ok unmodified. Lastly but importantly, due to the inherent compromises in the cars, they need to be driven in a certain manner on the track. Ask locals who can drive (ie not necessarilly your mates, those with the quick times) & get as much practice as you can.

Well if you could have been fkd you would have seen the spring/shock bolted to the hub. Which gives you 1:1.

It has been said time without number that the first, best & cheapest handling upgrade is a set of swaybars. If you have aftermarket springs, particularly ones with such a high rate and standard swaybars then it is pretty self evident that the bars need to be stiffer to work in conjunction with stiffer springs..... Of the rest of the list: castor rods for more castor + some camber?? Castor will help only a little. Camber will help more. lower profile, used semi slicks (215 or 205/45/16s) for less sidewall flex + more grip?? Grip and handling are two different things. More grip won't promote better handling. You will still get understeer, albeit at a slightly greater speed. bolt on spacers to improve current wheel track?? Only if you increase one end & don't chamge the other. Which will just look silly. In anycase it is only a small gain. R32 gtr wheels with current tyres meaning tighter sidewall due to 8" rim?? Again, grip and handling are two different things. More grip won't promote better handling. Please don't think stretching a road tyre will improve a car other than to make it fully sik. Do the job properly. rear swaybar to encourage oversteer?? Yes. 17" rims?? (i have some 215/45/17s toyos at home) No.

Handling? Yes. Straight line speed? No. The way to understand it is pretty straight forward. You may think the springs in your suspension hold the car up off the ground. But what they actually do is hold (Push if you like) the wheels onto the road. The heavier the wheel is the less capable the suspension will be of maintaining an even amount of force on the road after the wheel hits a bump. That is why (Simplistically anyway) a bad set of wheels can disrupt the handling of a car.

The sender unit on the Nissans is well known to be a dodgy item. I used to have the same problem on an old GT-R I had & replaced the unit. The problem then went away.

Averages are only as good as the data input into them. My rb26 has -5 turbos but I choose to run it a 430rwhp. They are by no means maxed out. Best thing to do is look at the turbo compressor maps & info available on the Garrett website. http://www.turbobygarrett.com/turbobygarre...ech_center.html It will make more sense thatn endless opinions about who likes which turbo best. You may find the 707160-9 is very nicely matched to your application.......

Have a look at this lot: http://www.race-technology.com/products_2_3.html

Porker first, daylight second. The only question is what vintage do you prefer your 911 in?

This is the bit that grabbed my attention: "When they win the constructors' championship, which they did this year, they got $80 million more than if McLaren had won it.

Well obviously you are serious about beer, yes? The Nismo kit would be better without the castor rod. I bought the kit as I was fed up with the crap Nissan front end. It is a subjective thing, but it feels like the front end binds less now it is all back together. May be its just my brain trying to justify the time/money wasted on fitting them. Anyone want some rods? The problem with the castor/camber trade off is as you wind more +ve castor in you lose you -ve camber. So no free lunch.

Hey Baron how much longer are the Ikeya LCA's relative to stock? The Nismo ones are only 5mm each side .from memory

You do realise that Citroen & Peugeot are the same company, don't you?

The inherent problem with trying to increase caster in an R32 is the extra stress it puts on the bushes in the upper arm. I had some real problems with this issue when running only slightly more castor than stock. For my ten cents worth I would recommend avoiding a fixed upper if you want to increase the castor by much. The upper links that can rotate may be a better selection. The Nismo kit of castor rod, lower control arm and upper inner link mount is pretty good. Just >>> $$$$'s is all. As an aside I measured up the Nismo bracket that holds the upper arm to the chassis. The rear locating hole for the bolt is lower by 6mm (approx) and the front hole is moved inwards by 14mm (approx). So you can see Nismo have tried to reduce the problem my twisting the upper arm. I have some Cusco fixed length (172mm) arms spare at home that the bearings have been removed from. They are as solid as.

No. Nissan starting running the Gt-R's in group A racing here in Australia in 1990. They starting selling GT-Rs in 1991. If anything they relied on the success in motorsport to help sell the Gt-R's. An endeavour which, as far as the Australian experience was concerned, was an abject failure. But who had $100,000 to spend on such a car in 1991?

Good post. Just an aside. The Australian delivered R32 Gt-R's were released at a time when you could not buy 98 octane fuel here. 95 was the best that was on offer. So Nissan felt happy enough running a Gt-R on 95 octane.