djr81

Ok, if you want to do it properly the procedure is as attached. Things to know: The sender unit for the gauge is notoriously unreliable. A low reading is commonly attributed to a fkd sender. They aren't overly expensive, nor hard to fit. The oil pressure you have is dependent on the viscosity of oil in the engine which in turn is dependent on the oil temperature. For some reason people equate oil pressure to wang size or something. A higher reading is not necessarilly better. The guage measures pressure in kg/cm2. oil.PDF

The post is just a direct translation of some Japanese. Red, for some reason, translated to lead. Brembo translates to, well it doesn't hence the dogs breakfast in the V-spec sections.

The federal government gives you the $10k.. The state governemt charges you stamp duty etc, ie the $14k. So it is simply a matter of which government is being greedy.

R32 GT-R’s Gross production quantity 43,934 units Production quantity classified by type 40,390 control vehicles NISMO 560 unit V specifications 1,453 unit V specifications II 1,303 units 228 N1 based specifications Under carriage number division GT - R NISMO (marketing quantity 500 units) Under carriage number 100000 – 100560 Prior-term type: 1989 August 21st - Under carriage number 000051 – 017466 Mid-term type: 1991 August 20th - Under carriage number 212001 – Latter-term type: 1993 January - Under carriage number 300001 - 314649 Register quantity of classified by year type 1989 system (1989) 4,555 units 1990 system (1990) 8,426 units 1991 system (1991) 7,081 units 1992 system (1992) 7,961 units 1993 system (1993) 6,204 units 1994 system (1994) 7,465 units Standard setting body color Prior-term type Gang ray metallic (KH2) Jet silver metallic (KG1) Dark blue pearl (TH1) Lead pearl metallic (AH3) Black pearl metallic (732) Mid-term type/latter-term type Crystal white (326) Spark silver metallic (KL0) Gang ray metallic (KH2) Lead pearl metallic (AH3) Black pearl metallic (732) Prior-term type 1989.8.21 Debut at that time price: 445 ten thousand It comes after ƒnƒRƒXƒJ and ƒPƒ“ƒ?ƒŠ and it debuts the victory of group A as a purpose as 3rd generation GT-R Total length 4,545mm?~ full 1,755mm?~ total height 1,340mm wheel base 2,615mm Vehicle weight 1,430kg The highest output 280ps/6,800rpm largest torque 36.0kg-m/4,400rpm Engine type RB26DETT total cubic displacement 2,568cc * Adoption of twin ceramic turbocharger * Electronic control torque split 4WD (ATTESA E-TS) adoption Adoption of *4 wheel multi-link suspension Adoption of *225/50-16 inch tire ƒjƒXƒ‚ 1989.3.11 Sale at that time price: 441 ten thousand 560 units were produced as a Gr-A evolution model. * Turbine wheel material of turbocharger from ceramics modification to metal * Adding the air intake to the front bumper * Addition of hood top mall * Modification of side sill protector * Addition of small-sized rear spoiler * Abolition of rear wiper The abolition of *ABS * Abolition of air conditioner Abolition of *I/C grille * Vehicle weight 1,400kg (the light weight conversion of 30kg) Mid-term type 1991.8.20 Sale at that time price: 451 ten thousand * Addition of side impact door beam * Driver's seat SRS air back option setting * Addition of seat belt warning light * Adoption of shocking absorption steering wheel pad * Adoption of interior resistance to flame conversion material * Modification of headlight lens and H1 conversion of valve * Vehicle weight 1,480kg (the increase of 50kg) Latter-term type 1993.2.3 Sale at that time price: 454.5 ten thousand * Clutch structure from push system modification to pulling system Modifying rear diff. cover form from the *94 model V specifications 1993.2.3 Sale at that time price: 526 ten thousand Commemorating Gr-A3 year successive victories, it sells * Total height +15 it makes 1,355mm * ƒuƒŒƒ“ƒ{ corporation make brake caliper - and adoption of rotor Adoption of *BBS aluminum wheel Tire adoption of *225/50-17 size * Vehicle weight 1,500kg (the increase of 20kg) V specifications II 1994.2.14 Sale at that time price: 529 ten thousand Commemorating Gr-A4 year successive victories, it sells Tire modification to *245/45-17 size * Adoption of private sticker N1 At that time price: Control vehicle based 430.5 ten thousand V ƒXƒy?[ƒbƒNƒx?[ƒX 509 ten thousand V specifications II base 512 ten thousand It sells as the pace vehicle for N1 durable race/lace participation * Adding the air intake to the front bumper * Addition of hood top mall * Abolition of rear wiper The abolition of *ABS * Abolition of air conditioner Abolition of *I/C grille * Adding the baffle plate for brake cooling * Headlight from projector system modification to suspicious looking 2 light systems Also the based vehicle respectively simultaneously with *V specifications ¤ V specifications II sale modification From *V specifications base turbine wheel material of turbocharger from ceramics modification to metal

I have only ever seen one R32 GT-R tagged as a 95. It was a 94 build, but first registered in '95. So carried that info on the auction sheet.

I love the internet. I love how incorrect information keeps being recycled. The GT-R was built in 1994. This included both the V-Spec II model & the ordinary model. I know this because I own one.

The add on kit was homologated for Group A racing. It consisted of the two cutouts, a small spolier on the front of the bonnet, larger side skirts, a small additional rear spoiler. Correctly it belonged to the Nismo verson, built in 1990. There is no M spec Gt-R. V-Spec Gt-Rs are no different to the povvo pack one with regard to add on kits.

Well I can't speak of a GTS-T. But I have one in my Gt-R. A HKS unit, but the prinicple is the same. IMHO the bottom line is: 1. It is noticeable that there is less inertia in the motor, particularly at low revs. 2. It means you have to be a tiny bit more careful when driving, but if you cant drive it properly you shouldn't have a licence. 3. It does make it a bit easier to smash through the gears. 4. It makes acceleration in the lower gears slightly quicker - but only if you have traction. 5. It is a gain (however small) and if you are serious about a time then do it. 6. Other than the cost there really isn't a down side.

I am not saying this price rise is aimed at reducing energy consumption. I am saying that higher energy prices will be a component in reducing energy consumption (Or reducing CO2 emissions, not quite the same thing) in the longer term. Hence people need to expect prices to continue to rise. Not just petrol either, electricity & gas too. Oh and first I heard that our reserve bank was privately owned.

Get used to it people. The price of energy will continue to rise for the forseeable future. It is THE ONLY way to convince people to reduce their energy consumption. So don't believe any politician who says he is going to fix it - because the high prices are a cash cow for governments of all persuasions and because it dove tails with their other CO2 reduction objectives.

The bar I got was stiffer than the Whitleine one I had. It can be made stiffer again when I finish the drawing/machining/welding. When I say I will finish it, I mean when I get someone else to. I can't do the left foot braking thing in a Skyline. All I get is a massive cramp in my leg anytime I try it. So the time it just the gap between bleeding the last of the retardation off the brakes & feeding power in. Not long but you notice it when the car starts to carry on. Driving a race car is supposed to be about maximising acceleration in the chosen direction. Unfortunately for me it is mostly about not fking up.

Thanks Gary. Just to explain basically the problem is when I am getting off the brakes & then moving my foot over to the accelerator. The ATTESSA controller I have ordered hasn't turned up yet so the car is still suffering from a lack of traction in second gear (& third) - hence the need to try & carry some speed across the apex. Anyway, from your list: Front is high enough that it should not run out of travel. I will give the cable ties a shot but thew Collie circuit is pretty bumpy so the bump stops tend to get used anyway. I have zero toe presently at the front. Is there a X turns of the thread approx equals Ymm toe? Wanneroo is all third gear except for the short circuit which has only one second gear corner. Problem isn't so bad on third gear corners. I have to get it pretty badly wrong to get a good amount of shudder whereas it is nearly always present on the tighter stuff. I was thinking about chucking a harder front sway bar setting ont he front in the off chance the anti roll will keep the camber more correct & help front grip. I love the way stuff works completely backwards sometimes. The front bar is presently full soft. Rear bar was a Whitleine on full hard but I put a Cusco item in which isn't adjustable until I get some bits made. As much as anything I guess I was curious to see who else may have come across this.

Thanks Roy, I guess it must be a lattitude thing. I guess I will keep looking for more mid corner grip.

An odd question perhaps, but does anyone else have issues with tyre judder fron the front of their cars- particularly GT-R's. I have recently changed a couple things on my Gt-R 1. Tyre are now the S2 versions of the RE55's. 2. New 1.5 way Nismo rear diff. Which meant a change in the way the car needs to be driven, basically turn in under brakes, let the thing briefly understeer across the apex until you get on the power for the exit. Problem being in the mid corner phase (ie no brake or throttle input) there is a bad tyre judder in the 2nd gear corners. So a couple questions: 1. Has anyone else had this. 2. Any recommendations other than more -ve camber on the front, more toe out at the front? Oh the weight distribution from leaning into the corner is worth 2/10ths per lap, so please save your sledges.

Well good to see you got a result out of all the flamage on this thread.

Finally found a 32 on LMGT-4's. If anyone could colour this thing in white I would be grateful.

Good call. Except he tried the same in Perth (A venue sold out every year) Govt told him to fk off. So now he has to run any WA round at Wanneroo & the WASCC may even get some money for an upgrade (From the govt) So there are some good results when Cochrane gets fkd over.

James Hunt used to be the best. Except when he got stuck into Ricardo Patrese that is. Which was most of the time.

Well, who did win? Because of the news sites I just looked at one didn't recognise the word Targa & the other told me Eric bana just crashed FFS.

Just an observation, not a criticism.

Can you see the confusion in their eyes: Sympathy on the one hand & the revulsion of feeling such an emotion for a blood nut on the other....

The problem is most books don't spend enough time on the implications of changing the geometry on various types of suspension. eg you wont find things such as don't lower a car with a McPherson strut front end to the point that the LCA is horizontal or inclined upwards. This sort of thing can sometimes be useful: http://www.racingaspirations.com/suspensiongeometry.php

Actually when I sit in my R32 GT-R & look at the dash I think "Fk I wish this didn't look like a VN Commodore."

What I mean is it is not uncommon for people to plug in a power FC & run their cars on the base tune provided with the ECU. I did for a couple of years with mine.

You won't get any gains worth the name out of an untuned Power FC. Your money is better spent on turbos and re-tuning the stock ECU.