djr81

Well most standard LSD's (Maybe we will call them clutch type because that is the best description) will allow some wheelspin on the inside (unloaded) wheel. Mine does. You can increase the clamping force to prevent this but it becomes a pain in the arse when you just want to go down the shops. A mechanical (as in Cusco, Nismo etc) LSD pllies clamping force to the friction plates of the diff when differential wheelspeed is experienced & torque is being applied - on both acceleration & decelleration in the case of a 2 way & on acceleration only in the case of a 1 way. BUT is you have hiked the inside tyre the mechanical element of the LSD is good for SFA because the diff is then reliant only only the pre existing clamping force ie it acts like a normal clutch type LSD. Here is a bit of thing on the ramp angles of the diffs ie the bits that define if it is a 2 way or a 1 way or whatever. http://icpcitation.com/variloc_theory.htm

The point is that a proper 1 way, 1.5 way or 2 way has different components inside it which actively increase the clamping load on the friction plates when you get a differential wheel speed. The standard mechanical LSD in a Skyline does not have these components. The pre set clamp load on the plates is the only way of changing the limited slip qualities.

The problem is that all the hektic & indeed fully sik dorifto heroes only understand diffs in the one way/two way description. This has become all pervasive & clouded peoples understandings. The mechanical LSD's typically used in road cars share the same style of friction plates as BOTH the 1 & 2 way diffs. So you can't say they are either. The difference between the one & two way diffs is simply the angles of activation in the guts of the diff. It is these cone plates that impose load on the friction plates & make the diff lock up. A one way doesn't have the ramp angle (or atleast has a much larger angle) on the "over run" side of operation and therefore wont impose any load on the friction plates. It would be much easier if people used the ramp angles as descriptors as they actually mean something. See here for the Cusco descriptor which is better than my cack handed effort. http://www.cusco.co.jp/english/e_lsd.html

Front diff: Model number: F160 Ratio 4.111:1 No pinions: 2 Teeth pinion & spool: 9 & 37 It has no LSD capacity. Rear Model F200 Ratio 4.111:1 No pinions: 4 Teeth pinion & spool: 9 & 37 It is a mechanical LSD. If anyone tells you it is a one way or a two way just slap them & walk away. Front & rear diff oils are different - the rear needing LSD fluid, again obviously. Here is a drawing of the LSD internals.

The particular source of steel is not important. The diameter(s) of the sway bar & the length of the lever arms are the important things. So check the outside diameters & the inside diameters also if the bars are hollow.

For a thread with only 5 posts there sure is alot of confusion going on. If you want a price on the swaybar you could always ring Whiteline & ask them. Or your local Repco or similar sttore as they sell them. If you want to help your car drift putting a stiffer sway bar on the fron will help it - undertsteer. If it is an R32 GTS-T the cheapest thing to do is get a rear sway bar off a GT-R. If you must have the Whiteline gear get the adjstable bars.

Good work.

Sorry Ivan, but I don't know anyone in fleet street. By the way, have you got a photo of the two Ferraris parked up on the circuit? I want to keep that particular image.

There is (allegedly) a bit more too it than that. Apparently Hamilton had three more laps of fuel up his sleeve when McLaren dragged him in for his first pit stop. Be interesting to see if the McLaren works anywhere near as well in low downforce configuration. Nice work by Alex Wurz, too, by wtf happened to Rosberg?

There are three things you need to look at on the chart - two are important the other less so. The FIRST IMPORTANT thing to be looking at is the amount of air (in lbs/min) the turbo will flow. It is this number that determines how much power your car will put out. There is a very strong relationship (largely independent of A/F ratios) between the air flow & the engine output. I am not going to quote a number (You can search & find it elsewhere). The second important thing is the compressor efficiency. This is a measure of how much heat (ie wasted energy) the compressor puts into the air & therefore theat the I/C needs to remove. The good news is that high 70's are good number & that the islands are pretty flat - typical of a Garret turbo. The less important number is the pressure ratio of the compressor. As the name suggests this is the ratio of the outlet pressure (ie heading toward to I/C) compared to the inlet pressure (ie just after the AFM's) This turbo can flow a ratio of 3. This is not the same as 2 bar boost (+1 atmosphere) and you will see much less at the MAP sensor. Remember boost is only a measure of the failure of your induction system to allow air to the engine without restriction. It is nothing to brag about.

Road registered - give over. It is this. Image number 50. http://www.circlework.com.au/cgi-bin/pro/e...70mo-autumn.jpg Driven by Evan MacRae & wrongly listed as an R31 on Natsoft. It is entered in the street car class. Please note - for the Eastern Staters "Street Car Class" doesn't mean you can drive any of the entries on the street. Although I have a question - why was it so much quicker in the handicap race than in the other three races?

Well you will find the group buy stuff noticeably harder at the front than the rear. This will help your traction. Just wind in as much -ve camber at the front as you can.

For those Queenslanders who may be interested the Stone Brothers are having a 10th birthday bash at their workshop. Date is Friday the 1st June between 4 & 8pm. Drivers will be there stoking the bbq, apparently.

Customary setting is 355 front 345 rear. You can change them to be different if you really want, but it works best at those heights. Just make sure the bump stops are trimmed correctly.

Big call! But you are right, 2007 may well be a high water mark. Bit like the late eigthies F1 entries. Given that Holden & Ford are starting to wind back on their largesse there will be less money in the category. Whilst this won't affect Team Wankinshaw or the likes of 888 some of the teams further down the grid may well be in struggle town. But motor racing has always been about those with the biggest budgets winning the most races. I hear what you say about the ticket prices - but there again $100 dollars or less isn't huge money to pay for a sporting event any more. That a number of the events are sold out (Wanneroo, for instance) makes it hard to criticise the circuits for their pricing structure. It usually just means one less $20 pie to be eaten on the day. I have been going to the touring car series for more years than I care to remember. Hell one year not long after the start of the category I ended up standing nest to Tomas Mazera in the que for the pisser. Is that what you mean about accessible drivers? For my 10 cents worth more than anything the cack handed way channel 7 is going about the tv broadcasting will hurt the category. As for DJR well they struggled for money ever since the dodgy brothers over at Westpoint shafted them. Hopefully there are enough bogons out there wanting the Jim Beam merch to keep the mob formerly of Daisy Hill up front. Voltaire famously said of the holy Roman empire that it was neither holy, nor Roman, nor an empire. In the same way I wouldn't call the racing exciting - putting the wet races to one side most of it is processional. The offtrack politics & goings on is more interesting than the racing....

Well I don't know about everyone else, but it doesn't come as much of a surprise to me that channel 7 is making a complete dogs breakfast of the broadcasts. You can bet your house the the remainder of the season being messed about to allow them to broadcast the AFL.

How big is the PWR cooler?

Well I take the viewpoint that they are paid huge amounts of money for a reason. Teams also spend huge money on getting a few tenths advantage - so why hand it to team Wankinshaw just because Kelly can't drive? By the way - during the podium presentation he looked like someone had run over his dog. Any truth to that rumour? BB you are probably right about Ingall. He looks for all the world like he has lost his mojo. Can't qualify worth a spit. Current rumour is he may sign for Holden again. Dunno for whom, however.

He stuffed up. Had he done so on any other corner he would have lost (many) places. To get an advantage out of it is just plain wrong. A drive through would have been appropriate.

Just as an aside if anyone wants a free weekly motorsport newspaper/magazine try www.mnews.com.au It is the old motorsport news fortnightly magazine/paper published elctronically. Err, it's free. As BB said, Skaife had a dog of a weekend. Not sure what has happened to him. Maybe the stress of the ownership debacle is taking more out of him than people realise. Lastly, did I hear Gary Rodgers right when he passed comment on what he was going to do to Lee Holdsworth when he got back to the pitlane? What odds Ingall for an SBR drive next year? Not good I suspect.

The bit I still fail to understand is how (P)Rick Kelly got away with missing four corners of the circuit without penalty. I understand the reasons behind the stewards allowing it to happen (safety reasons basically) but I fail to understand why anyone should get away with such an error without any penalty. Murphy was going off his brain on the radio. Secondly, was it just me who missed seeing a yellow flag before the last corner in race 2?

Yeah, look, please don't get me wrong. I am not for a moment saying don't install a cage. Infact quite the opposite. They are of huge benefit in making a car safer on the track. That & a good seat. But I am simply saying that 40kg of weight can be felt & measured in your lap times. If you want to save the kilos start by chucking out your fuly sik subwoofa.....whatever that is. In summary I would suggest spending the extra bit of money for the higher strength steels & to think carefully with regard to where the tubes go near the driver, ie your proximity to them. The other point is that roll cages which pick up on the suspension towers (or subframe mounts etc) are massively more effective than what a half cage ever could be. The diagonals in the cage are the important bits for giving you torsional rigidity.

If anyone watched the race from Winton on the weekend you would have seen the brief highlights from the '85 ATCC race. It was nice to actually see the drivers in the cars. Damn cars nowadays you can't see anything because the poor schmuck behind the wheel is sitting on the floor somewhere behind te B pillar.

Thought: Nissan generally didn't put stuff in the car for no reason. The module on the passenger side is the ATTESSA computer - so by all means if you are tired of AWD then bin it. The other computer is the HICAS unit. If you want to remove its function the easiest way to do it is get a Tomei HICAS canceller or a bar that replaces the steering rack. Don't remove the computer if your rear steering rack is still active otherwise you will be on your way to the mother of all accidents......

Think of the chassis as basically an undamped torsional spring linking your front & rear suspension. Chassis stiffness is measured in Nm per degree, ie how many newton metres of torque do you need to put into the thing to get it to deflect one degree. Typically it is in the realms of the 10s of thousands of Nm/degree for a car like a Skyline. Compare this to spring rates of a few kg/mm & you should see it has less effect than what you may think. The reason that race teams chase chassis stiffnes is simply that it makes tuning their suspension easier. Sometimes it makes it work BETTER, but most commonly it makes it easier to tune. Again it goes back to the chassis being an undamped torsional spring. It is a bit difficult to allow, say, the rear suspension to transfer load to the front by a change in roll centre if it has to go through a heap of sloppy chassis. Also it is harder to get the dampers working correctly if they can only control some of the movement of the vehicle.