djr81

Some rotor/calliper profiles of the cheapoid G-Reddy range. OH and if people would measure rim inside diameter it would help immensely.

Look I hate vee sixes as much as the next bloke, but there is a little more to it than just saying they are not perfectly balanced. It depends on their vee angle. Ever wonder why people produce 60 degree angled vee sixes?

Well if you removed the paint schemes from the cars other than the different height keels for the front suspension I reckon even the most ardent train spotters would struggle to figure out which car is which.

I will just say that I hope Piquet Junior spanks Alonso's worthless arse. Oh and the Williams looks quick. Sweet.

What theory, who's theory? There is nothing, NOTHING inherent in a V6 engine that would allow it to make more torque than its inline counterpart.

No! Find the tyre dude and slap him. Put the good tyre on the front (So you can brake & steer) and the space saver on the rear (less weight, less braking). This is true for FWD, RWD & AWD cars. Lastly next time you go to the servo check the pressure in the spare. They need a heap of pressure to run as they are so small. Using a foot pump will take you three days to inflate them. No point carrying a spare if it doesn't have any air in it.

OK I dug out an old Bathurst year book & the following were the circumstances: 1. In 1987 There were no B & H Sierras- Frank Gardner ran the JPS M3's that year. The following year (1988) Brock ran the BMW's after his bust up with Holden. 2. They took two Sierras to Bathurst in 1988. Only one ran in the race - winning it as it happens. The left hand drive car sat in the garage and wasn't used in the race. The right hand drive car was the race car. It was the same one that ran the ATCC in white for Longhurst. 3. The two 88 cars were not German. The annual desribes the race winner as "A Don Smith shell fitted out with a kit of components from Andy Rouse" The car was built in Sydney before being shipped North. It was rebuilt before that years Sandown 500. 4. Some bloke called Campbell Little did the engines. 5. Frank Gardner's name was mud in Europe at Ford because his name went on the joint protest that rubbed out the Texaco cars in 1987. So Tomas Mezera was used as an intermediary to buy alot of the parts they needed. 6. I wouldn't expect that latter cars were anything other than locally built.

I will willingly trade kidneys or sexual favours for the inner diameter of a Rays RE30, CE28 or Nismo LMGT4 in 17*9".

You had to get Gossy pissed to get him to talk? How did you ever get him to shut up? He's alright. Deserved his Bathurst wins no end.

There are some templates available for brake packages so you can check if they fit into wheels. Here are some random ones. I would also suggest that the inner wheel diameter gets listed aswell as this changes from rim to rim. If anyone does the cardboard cutout thing please take a picture (or two) & post it. The three pdf's are 1. Endless 6 pot on a 343 rotor. 2. AP CP5555 on a 343 rotor. 3. Alcon as per the data sheet. 6_3.pdf p16004.pdf Mono4_28mm_disc_Model__1_.pdf

This is what cams have to say (This week) http://www.camsmanual.com.au/techdocs/T-401%5B1%5D.pdf

What the Slako/Leeds(?) hot pink number????

I'll have a look at the video. From memory most teams were still hoiking fuel churns at that stage? Oh and what really claimed the lead car. Never believed the horseshit about it ingesting headlight glass...

Unfortunately I looked at the first few issues & thought "I don't need to read more about the Tru Blue Falcon or one of Brocks old Commdores." Unfortunately I didn't take into account the quality of the content, nor the fact that the early issues now sell for $100 each. FK it all. Bought all the rest, however. You shoudl also try Motorsport. Monthly Pommie mag. Old as the hills - started in 1925 or so. Usually has good historic stuff & being partially historic the articles don't date 5 minutes after the thing has been published like, say Auto Fiction does. http://www.motorsportmagazine.co.uk/

I hope you are not waiting for Australian Muscle Car to put a Nissan on the cover! Putting the obvious (slightly racist) no Japanese only American/Australian/South African/British oh bugger it Anglo Saxon cars here mate editorial policy it is actually a good publication & written by people with half a brain. Which contrasts it markedly to much of what is out there. The good bit about such articles is that people like Fred Gibson can, finally, tell it like it was but without the politics & lobbying that was such an integral part of any public pronouncement in the Group A/C era. Also worth a look is the other quarterly, Race which has some intersting stuff in it on occasion.

Bought it yesterday. A good start, although the content is a little predictable. Hopefully it will improve (ie become more esoteric) as the magazine gets going. I loved the bit about Slug in the McLaren at Mt Fuji. Oh and someone should tell the editor that the GT-Rs had 2.6 litre motors. Oops.

Steering racks on the early VL Walkinshaw Commodores. They got rubbed out of the results for that. Although if you were big at JRA I would be interested to hear your comment on the inflatable fuel bladder story that appeared in the current edition of motorsport news (Not the online one, the one at the news stand). Also were the Group A 3.5 L Rovers actually any good? Oh and how the 87 VL that Walkinshaw built compared to Larry's example. And, and, and.....

Well Peter Brock did the same thing in his Sierra in the Hardies Heroes at Bathurst. Except he got busted for it.

Gees I dunno. Off the top of my head I can't remember. In 87 Frank was running BMW's so they were left hand drive. The Sierras were sometimes left, sometimes right. They had one of each at one stage. I will have to look up the yearbooks to figure it out - my memory for all things Group A aint that good! Oh and go Tomas. Good to see him back.

The Nengun experience..... Updated by Tom on 31-Jan-2008 at 1:08am Unfortunately there has been a delay in supplying your order, the shipment estimate has been updated and we'll update your order when we have further information. We apologise for any inconvenience. Updated by Tom on 20-Jan-2008 at 1:09am Unfortunately there has been a delay in supplying your order, the shipment estimate has been updated and we'll update your order when we have further information. We apologise for any inconvenience. Updated by Tom on 9-Jan-2008 at 1:08am Unfortunately there has been a delay in supplying your order, the shipment estimate has been updated and we'll update your order when we have further information. We apologise for any inconvenience. Updated by Tom on 25-Dec-2007 at 6:58am Thankyou, your payment has been received, we are now processing your order. You will be issued with your EMS tracking number, just before the parts are sent. EMS tracking is only activated once the parts are in the air, therefore it is confusing and causes unnecessary concern should the EMS number be issued earlier.

And the rubber chicken prize for guessing who is on the verge of phasing out their inline six goes to..... Er, me actually. The inline six in the Falcon will be dead in a couple of years.

Try here: http://www.autopics.com.au/cache/item-2638...c.html?cache=no

Well obviously you have problems with the Ford Sierras. But you need to make a distinction between the imported (ie built as race cars overseas) and local versions. The imported cars suffered from (Or took advantage of) the far more liberal interpretations of the group A rules used in Europe. Even then the Rouse cars (Moffat & Brock from memory) and the Eggenberger cars (Moffat at his second go) were passed scrutineering. Some of the others just got laughed at. Hell Walkinshaw used to turn up and put in a blanket protest against all the Sierras - just like he did in 88 for instance. He then withdrew the protest against the winning car (Frank Gardners B & H car) to prove what a "good sport" he was. Bullshit really. Didn't stop him, Walkinshaw, from running illegal cars at Bathurst however. The inherent problem with Group A was it was too closely linked to production cars. So you had to run, for example, components whos dimension were within x mm of the homologated part. Which is fine if it is easy to measure, bit harder otherwise. But it is a case of he who is without sin casting the first stone. Pretty much everyone either stretched the rulebook to breaking point or just plain cheated.

Toyota never cared much about top line Group A racing in Australia. Or Group C for that matter. They did win any number of class victories in their Corollas. So they didn't need to cheat. Rallying was a different story, however. As for Tom Walkinshaw. Don't start me.

It is strange to hear people advocating we buy Pommie tanks in this day & age. If you are worried about the M1's being heavy/slow then god help us if we had Challengers. The Centurians were a good thing, though. The fundamental problem with the most recent series of tanks (M1's, Leopard 2's, Challengers, even the bloody Le Clerc) is they weigh more than 50 tonnes. So pretty much any tank you choose is going to be too heavy for the equipment designed to work with the previous generation of tanks. You don't get Chobham armour, a 120mm gun plus a 1500hp motor without some extra weight. And yes a gas turbine will chew more fuel than a diesel. But it can run on just about anything. Atleast the M1's were cheap(ish).