djr81

This isn't terribly accurate & doesn't purport to show anything much beyond some general principles, but... There are three attachments 1. Dyno chart of an RB26 (Roughish tune due to time constraints) 2. A plot of the air flow versus pressure ratio on the compressor chart for the turbo actually used - a GT2860 707160-5. 3. A plot of the equivalent airflow on a GT28-60 707160-7. Now obviously the two wont & cant work the same but as I said - general principle. Some things are noteable. 1. The dash 5 can flow more air & more boost. 2. The -7 efficiency is always lower than the -5. 3. The compressor efficiency falls away markedly on the -7. Question I have is how far to the right ie how much more airflow can be had from these things?

For anyone who is whinging about James Allen & Lewis Hamilton - you should have heard Murray Walker bang on about Migel Mansell. Phark even when he was at Lotus it was bad enough & he won nothing for them. BBC/ITV broadcasts to a mostly pommie ordience so ofcourse the commentry will be biased to whichever Brit is having half a go. Now it is Hamilton, before him Button, before him Coulthard, before him Hill, before him Mansell and so on. You want biased commentry you should have heard James Hunt rip into Ricardo Patrese.

Somewhat off topic, but does anyone know where you may be able to get some extra ducting to connect Nissan's ducts to the wheel hub/brake rotor?

Tyres. Simple as that.

They are standard.

Personally for all the hype I don't reckon the night aspect added anything to the race. So you could see a few more sparks from the undertrays & the weather wasn't quite so hot, but really apart from CO2 what did it add? Fkn thing was still televised at stupid oclock in the morning - thanks Win tellie.

Look I wasn't making any assumptions. I was just trying to help the bloke who started the thread. Sorry if whatever I said offended you. I didn't mean to. The lb/min to horsepower relationship is a useful one & one that I point people towards when looking at turbos. Not sure why you so rarely see it discussed. The shame of it is how bloody difficult it is to find maps for alot of brands of turbo. Garrett is the notable exception to this. The pressure ratio thing is important simply because people rarely speak of it in terms related to the turbo performance. They just talk of restrictions without quite realising what the restriction most affects & how cheap an upgrade fixing it is. The compressor map doesn't tell the whole story in this regard anyway as its x axis is in lb/min rather than the more common volume flow you see in industrial stuff. This coupled with the hp & boost obsession of many people puts too much emphasis on one side of the turbo only. You are right in that performance is all about the area under the torque curve. Or to put it another way the average power output over an rpm range. A graph of rear wheel torque versus roadspeed (ie for each gear) can help enormously when optimising motor/turbo setups.

Great more government money shovelled into the V8 coffers. To all those who are resistant to the idea - here is a suggestion. Go to a motor race other than the V8's. There are plenty of good categories & much good racing in the world outside the insular, no dammit inbred V8 Stupidcars. It doesn't have to be F1, it doesn't have to be V8's. Infact as often as not the racing is better when it is neither of those two things. Maybe even try the reconstituted Rally Oz. Mark my words if you want to see world class drivers in brilliant cars showing all the skill, balls & general awesomeness you could ever want then that is the place to be.

Oooh, tasings. Where abouts you offering to tase people, Fatz? My brother used to do home brew. Only time he ever cared about hygene, FFS.

Absolutely, but it is about balance. Chose too small a compressor & whilst it may produce the airflow (just) it will only do so at a huge shaft rpm & with low efficiency. So as ever it is about balance By full spool I take it you mean reaching the target boost level? Looking at the compressor maps a few point come to mind: The y axis is pressure ratio, not boost so keep this in mind. In the area above the peak efficiency island the shaft speed climbs markedly to deliver the requisite boost. Note also the fall off in efficiency. As an aside this is what annoys me about the "just add another 1lb boost" argument that alot of people use. As mentioned you can plot the airflow versus pressure ratio for your engine by using the dyno chart & the compressor map. It can be an enlightening exercise. The plot can look markedly different depending on how much boost you are running.

Can we not re hash 2007? It was a blight on everyone concerned, Ferrari, Renault, McLaren, but mostly the FIA. Anyway the global warming GP in Singapore was, despite the trepidations, a good race. Williams had a great result but were hard done by because of the bullshit pit lane rules. Why do you get penalised more for refilling the car than for tearing the fuel rig to bits, injuring your pit crew, spilling fuel everywhere & then pulling out infront of someone? Gees haven't seen Ferrari implode like that since, well since about 1982. Was Kimi too tired from spending time with the lady boys? He just stuffed it into the wall for no apparent reason. Good work by Renault. Good team tactics to use NPKJR to bring out the pace car to help Alonso. I somehow think he needs to have a strong finish to the year to keep his spot. Alonso on the other hand looked spent - atleast compared to the other two on the podium. Oh and what has happened to BMW?

Actually he can have my copy. Just be warned that I threw up on it when reading the Cochrant interview. Apparently I joined Cams because of Tony. And people go to track days because of V8 Supercars. And a whole pile of other tendentious bullshit. Phark can we have Motorsport News back to being fortnightly? Even if it was a week old by the time it got to the newsagents over in WA it was atleast readable.

What Roy said is correct. Rain will result in spray which when combined with what will almost certainly be an over zealous approach to safety will mean tonnes of safety cars. It is their first night race and spray & overhead lighting won't be a happy combination. So you had better hope it doesn't rain. Track looks to be pretty difficult to overtake on.

Knurling (grooves for want of a better word) aren't that hard to get cut into the bushes. Like anything you just need the right tools.

Very few R32 GT-R's were painted blue. Chances of finding a V-spec one of those is slim at best. Chances of finding a V-spec for the money you have listed is equally slim. Chances of finding one in good nick for that money... Anyway my point is you may have to think about how much you are willing to pay & the specs you are after.

Well for a start all R32 GT-R's understeer. It is an inherent trait because of poor weight distribution. There are some setups that can help but ultimately you will never "fix" it. You have the same size tyres front & rear & yet the 60/40 weight distribution is asking the front to provide 50% more grip. So ofcourse it will understeer...... Anyway: You need to determine at what stage of the corner you are concerned with. Eg turn in, mid corner or corner exit. You also need to think about your driving style & make sure it is matched to the chassis characteristics. No point firing into a corner and then missing the apex by a yard or two. Think about your apex speed, how much you trail brake, your cars rake adjustment (GT-R's are sensitive to this) and lastly your throttle application. With regard to suspension set up a few pointers come to mind. 1. Front end negative camber helps. Alot. You then need to constrain the roll of the car to ensure the camber changes are effective. 2. Don't use too much rear camber. Get the guards lips rolled if your tyres are scraping. 3. Sway bars are a must have item. You will end up running the rear on hard & the front on soft. Play with the front end to see if the increase in roll stiffness has a corresponding grip increase because of better roll constraint (Which is the opposite of what normally happens - you need to try it to see if it works as per the text book or not) 4. Spring rates are a matter for your own preference. Somewhere in the range of 5 or 6kg/mm front & 4 or 5 kg/mm rear are good numbers for R compound tyres. Softer for ordinary tyres. 5. R32 GT-Rs run very little castor. Something in the order of three degrees. It is possible to increase this but IMHO the changes increase suspension wear too much (to the upper link) and don't help that much because you start with such a low base number. In any case the amount of camber increase a small castor change makes at approx a quarter of steering lock is not large. 6. Don't run the car at too low a ride height. If you are getting corner exit oversteer (without an Attessa controller) then the cure is simple. Get the rear diff fixed as you are almost certainly single spinning for the, err, win. Another good tip is to purchase a book on tuning car suspension (Carroll Smiths stuff is good) & make sure you are ontop of what the car is doing.

Apparently Rays don't sell steel nuts anymore. So can anyone recommend something in steel that will go with my CE28's?

If you want to compare the Stoptech calliper to a Brembo then the F40/F50 series would be more appropriate. There are any number of elements to what constitutes a good callipers, including: Appropriate piston area. Stiffness. Weight. Size ie not too fat. Mounting type. Pad avialability. Pad size. Resistance to heat transfer from the pads to the fluid. Price etc etc. The Brembo callipers as fitted to Nissans do not offer much more than the Sumitomo callipers other than a brand name & bolting up to a larger rotor. You also need to consider that when buying a complete set of brakes/callipers/rotors/pad etc that the pads & the rotors should be regarded as consumables. Basically if you aren't going through a number of sets of pads per year & changing rotors relatively often then you probably don't need a brake upgrade. Brakes are one of the least influential elements in setting a good lap time at a sprint day or similar.

The cut out method is actually pretty good. Just glue/stick the paper cutout to a bit of cardboard & run it around. There is an old thread somehere with a few brake clearance sheets on its & ID's for rims. Maybe add some of whatever you find to that because ensuring callipers clear rotors can be a pain the arse. Ant was kind enough to help me out by checking the AP clearance against an 18" Volk rim. The rotor was a 343 by the way.

Apparently they could have decided on a ten place grid penalty for the next race but instead chose a fine/time penalty depending which incident everyone is whittering on about presently. Sorry I can't keep up. Then of course there is the option of a $100 Million fine. But somehow they resisted that aswell.

Seriously man. Such tip offs are supposed to be anonymous. Now you are going to have to think of something else.

It is hard to be adament about the whole thing. Which to a large extent is the issue. Presumably everyone wants to see hard, tough, tight racing with people having a go. The standard as it appears to have evolved subsequent to this decision becomes overly difficult for a driver to determine whether he is in the clear or not & hence the racing will suffer. The sequence from what I remember was. 2 cars fired into the chicane. Lewis slightly ahead but on the wrong line. This enable Kimi to ensure he had to either go off track or back out of it. Given Lewis had point fk all of a second to decide I reckon he made the right call & I still doubt he could have backed it out - mostly because of Kimi's line. Once back on the straight Lewis backed of & ensured he was behind the Ferrari & according to McLaren 6 to 7km/h slower than him. Now the point is arguable if this was sufficient. But given the circumstances & the extra grip available to the McLaren I would reckon so. Others don't which is fair enough. I suspect a lack of traction or something else may have affected the Ferraris terminal speed. I mean the thing isn't short of hp & 6km/h takes a fait bit of making up in the time/distance left. People are trying to compare like with like ie assuming the Ferrari was on par with the McLaren at that point which IMHO they weren't. The mess made of the race in the last laps makes I think the penalty rather disproportionate. LH loses 4 points & his chief rival gains 2 for a racing incident that did not affect the outcome of the event. Here is hoping there will one day be something interesting to talk about in F1 other than FIA involvement. Nah, never happen. Anyway I am glad no one called me a part time know nothing muppet. Because clearly I am full time.

What penalty. What incident? 2 races ago was Hungary & I can't remember anything being dished out?

I dunno. I don't reckon you get to make an overtaking move & have anything in reserve. It just doesn't work.

Eh? Which one of the drivers has aids? What everyone ignores is that the corner apex speed of the McLaren at that point was hugely superior to the Ferrari. If you watch the next lap after the overtake you will see Kimi maintaining speed with LH until a few corners later when his car snaps on him. There follows a series of spins etc ending with him in the wall. It is relevant simply because it indicates the paucity of grip the Ferrari had at that time of the race. It was the better grip of the McLaren combined with the poor line Kimi took into the corner following the chicane that allowed Hamilton to get past. Remember Kimi ran into the back of Lewis at the apex of the corner so it was not as though he only just snuck by. As for the argument about whose had track positioning into the chicane this reflects one of the fundmental changes in F1. In years past (& not too many at that) drivers would not run each other out of road simply because to do so would result in someone getting hurt. They can do it now however because of the replacement of walls & sandtraps with run off areas. They all do it & it detracts from the sport.