djr81

Straight forward question: Do you need the Bilsteins back to do the conversion or is it just a case of supplying parts?

How about Mika Salo vs Eddie Irvine. I reckon Mika would have some residual issues he wanted to take out on the Irishman. As for Prost vs Schuey - Prost, by a nose. But anyway, Nelson Piquet would kick anyone's arse. I have seen the footage... Take that and that and......

An oil cooler because RB26's heat their oil up alarmingly quickly. A catch can because, well have a search for the oil control for rb's thread. If you are going to make large power then you need to look after the engine as best you can. So you need to think about temperature control (oil, water, intercooler & inlet air).

Both will give you gains. It depends on how much power you are after. Cams, installed properly are not cheap as you need to re-shim the valve train. You can run both gears & cams. The AFM's wont give you a power gain. They will allow the ECU to properly read how much airflow the engine is getting. The upside of the Nismo units is that they will bolt up to your airbox. This is not important if you have pods. Understand though that Z32 AFM's need different pods. Apexi do a nice kit. Nismo make good uprated fuel pumps. They are a direct fit. Don't use your old one because it is, um, old. It is bad practice to max out any component of your fuel system. Fuel pumps tend to fail by degrees rather than suffer a single, catastrophic failure. Also understand that at 500rwhp your engine internals will have a short, nasty life. lastly, get yourself an oil cooler & a catch can if you haven't already done so.

These blokes are from down south in West Oz, so pretty local! A few weeks ago they were advertising for suspension engineers in Motorsport News. Their stuff is very good because it allows you to decouple the suspension ie what happens in roll doesn't affect what happens in a single tyre bump/rebound. It is explained on their website better than that. These guys work for many of the big car companies - I don't think they will be selling sway bars for your 'line any time soon! Anyway it is good to see an Australian, particularly a West Australian company out there doing well.

I hope his better qualifying is a harbinger of things to come & doesn't reflect the fact that Rosberg loused it up (again). Can't help but wonder what Webber would have gone in a Williams this year....

Cryo treatment is supposed to increase the fatigue resistance of the metal. I have no idea why someone would report better braking distances with a cryo'd rotor. Maybe it was one of those cases of the driver thinking he could confirm an improvement that wasn't really there. Roy, with regard to temps. It is quite easy to get all three paint markers to flash off with RB74 pads. Same for DS2500's etc. Problem with the 74's is they don't recover after a good heat soak, the friction coefficient never seems to come back. If you are running a larger (longer) pad this will help your temps as will a heavier rotor & ducting. Bottom line is the temps will depend on three things: Rotor temp at the start of the braking zone. Mass of the rotor. Amount of kinetic energy being transferred to heat energy during the decelleration. Basically compared to the amount of heat input you wont get any cooling worth a spit during the braking. On the straight after is a different matter, but not worth a spit compared to the heat input in the braking area. You can do a rough calc by working out the kinetic energy loss & estimating how much of this goes into the front rotors. Get the mass (Not including the hat section) of the two front rotors & using the specific heat guesstimate a temp.

My money is on the pikey. Heidfeld's a pikey, right?

Gees, even Don King would have trouble promoting that fight. Boxing matches are supposed to have a pre fight press conference where the boxers trash talk each other, Mohammed Ali style. Imagine how crap that would be with the two Finn's in residence.... On a matter completely unrelated to this thread. Nice job by Alex Wurz.

Foulcans have used the same PCD since, well basically since forever. The offset changed when Ford went from the EL to the AU. AU's & on run more offset.

Roy, I put my R on the scales at Wanneroo. With me in it & a full tank of juice the numbers were: Front 906kg. Rear 687 kg. Total 1593kg. So in perecentage terms it works out to be 57/43. Now I weigh 100kg, a tank of petrol is about 50, so there is still a rather eye watering 1440kg of Nissan to lug around. I didn't do the corners one by one, however. Ride height won't affect the static weight distribution, but it will affect the wheel loadings when the car pitches under brakes.

You know you are struggling to make your point when you need to refer to the general automotive media, don't you!

There is bugger all difference between an '89 R32 GT-R & an '94 R32 GT-R. Couple of changes to the trim, one to the crank/oil pump interface & a few other tidbits. Some people get confused because you can buy R33 GTS-T's built in '93 & '94, ie alongside the last of the R32 GT-R's.

Um they are some pretty stiff springs. I don't think you could successfully marry them to the shocks without revalving. I was aiming for a 5kg/mm front & 4 rear also. Guess I was looking at the Eibach springs - which are more!

You can reasonably refer to any R32 GT-R as Godzilla. They were all BNR32's. In much the same way you can refer to all later models as soft try hard wannabe's.

Well most of the cost from SK is for the springs themselves. There isn't a huge amount of money in the rest of it. What kg/mm are the kg/mm springs out of interest?

Well that was pretty much the point - you can't get a stiffer Whiteline spring - you have to go to a coilover arrangement. Sucks, eh?

Falcons & Nissans share the same 5 x 114.3 PCD. Holdens are different & use the larger PCD.

Well the Godzilla reference was, originally, made with regard to the Ford Sierra. Something to the effect that "Nissans Godzilla on wheels will slay the Ford Sierra". So technically it was only ever about the Group A cars.... Anyway here is the cover of the Wheels mag from way back in 1989...

That is, um, unusual. Most people have the rear full hard & the front full soft - for balance. Yes & yes. (I am assuming you are running RE55's or similar. If not get some proper R compound tyres) Basically in transitions the cars weight moves around a bit too much. Also you can see how much longitudinal transfer there is, ie squat under acceleration. It is a little bit the opposite under brakes.

I have an R32 with the SK Bilstein suspension. It is a great set up, but I reckon I have reached the point of needing a higher spring rate. (As an aside this could this be what people mean when they tell me to harden the fu(k up?). Anyway are there any proven options out there that can marry a Bilstein shock with a higher spring rate than the Whiteline springs? Failing that what would people recommend that doesn't require pillow mounts?

Some of the random stuff that Ron Dennis insists on: No pictures of your family in your office. No waste paper bins. All that uniformity & cleanliness must do peoples heads in.

Well I get a reading anywhere from 0 to 120 when the clutch plates rattle on start up!!! Don't get too paranoid or read too much into PFC knock readings. As a rule they are not very repeatable - what may give you 10 on one particular day will spit out a 20 with a different batch of fuel on another day. Having said that a consistant mid thirties is pushing it. Probably best to plug in your lap top & hoover out a degree or two of ignition advance on some of the load cells. If you don't have a lap top you will need a mate & a video camera....

Well it is not like it is restricted to F1. Lately everyone is suddenly a Chelski fan. Going back a few years every other kid you wearing a footy jumper was wearing the black/red of Essendon. Just wait till the Rugby world cup for all the South African ex-pats to come out of the wood work. I can't talk anyway. I jumped ship from Brabham to Williams after Gordon Murray left for McLaren & Nelson Piquet left for Williams. Ofcourse the fact that the Brabham team withdrew from F1 for a year I would offer as mitigation. One other thing, "garagisti" is supposedly an insult, but I wouldn't mind a garage like Ron Dennis'.

Well my dyno time didn't even cost that much. But it depends on how easy/difficult your tune turns out to be. About $650 should be enough. Cam gears will make the process take a bit longer than otherwise, maybe a couple hours at the outside. The degreeing adjustments need to be made then the car run up on the dyno to determine which is the most suited to you requirements. There are usually a few combinations to run through & it is a bit of a fiddle with the CAS in the way.