djr81

The part number for it is 25070-30P01.

Well it is just money at the end of the day. It won't cost alot to try the new fronts with the current rears. You may well find if you are pulling up a full weight GT-R with that kind of hp the pad size in the standard Sumitomo calipers or even the Brembo's is far too small. It would be worth your while to check on the pad sizes offered by Stoptech in their calipers. They seem to have some fairly large offerings.

From my experience the rears on an R32 will lock before the fronts. So If you are only adding in a small incrrease in front rotor diameter is it actually worth mucking around at the back?

Well sort of, not really, it depends. If you are buying a new rotor why not just get the 32mm width? There are a number of elements as to cooling. One of the most important, yet most neglected, is the number of cooling vanes internal to the rotor. These effectively work like a fan and pump air through the rotor. The more vanes the more airflow. So it might be an idea to ask C-Red (Stoptech agent?) how many the things have.

That is a really odd question. 32mm is what they come from the factory new. I guess you could go wider than that is you ran old pads, but.... By way of comparo the V8 Sillycars run rotors that are 375x25mm. So you can see the Nissan stuff is small in diameter & quite fat. A number of aftermarket rotors can be had in either 1 1/8" & 1 1/4", ie 28 or 32mm.

What was wrong with George Fury? An HR31 will be cheaper than a DR30. Arguably a DR will have more motorsport cred than an R31 GTS-X (The R being the homologation model). Not sure a DR30 would be quicker than an R31. In any case the later model has a slightly better suspension. If you remember the DR30's (Remember Seton at Bathurst in '87? Scary stuff.) they were pretty wild things to drive. Also an RB will have more parts availability & be more easilly modified than an FJ. At the end of the day choosing between these two cars will depend on which you really want. Objectively you probably wouldn't buy either and go with a 32 or a 33 like everyone else. It will probably come down to being able to find a nice example of either.

1. A long brake pedal (excessive motion) This can & will happen if the new calipers you choose have too great a piston area. Remember bigger is not necessarily better. 2. A heavy brake pedal (excessive force required) This is actually fairly difficult to achieve with the Nissan setups, but if you try hard enough... 3. An imbalance in the front to rear braking distribution (premature front or rear brake lock up) An imbalance can quite easily occur. You need to carefully match the rotor diameters, piston areas, brake master cylinder to all work in harmony. If for example you end up with big front rotor with a small piston area you are pretty much guaranteed to prematurely lock fronts & actually degrade the overall braking performance. That is why you need to talk to the vendor & confirm that your chosen set up has been successful on someone elses car. The things people need to measure are the following: Longitudinal retardation. Brake temperatures. Rotor & pad life. Obviously there are other subjective "feel" parameters but as often as not this is a function of the rotor & pad as much as anything. With regard to my R32 R. It has standard brakes. The maximum gees I can reach under braking is a little over 1. About 1.1. The rears do lock before the fronts, but there isn't really enough braking power to lock the fronts from high speed with R compounds. The three thermographic paint markers on the rotors have all flashed off & the rotors themselves show signs of surface cracking which is how you recognise a rotor that is working hard. The rotor life sucks, but the DS2500 last well. Yes I need better rotor cooling. As an aside if anyone has the specs for the 4 pot Alcon gear, ie piston sizes, pad sizes, caliper weight/dimensions etc I would be interested in finding out what they are. As another aside here is a cutout of the AP Racing CP5555 caliper & rotor failing to fit inside my 17" rims. (Previous post)

Hmm, computer not happy.

Double post, sorry.

Well good luck getting service out of PWR for the Alcon gear. Maybe it was just me or my timing or something but I wasn't impressed by their lack of response or their prices. Racebrakes on the other hand couldn't have been more helpful (AP Racing)

So is it registered?

"Looks like a really good idea, BUT i hope it's not gonna be like the guy with the most cash will win every meeting!" Why would it be different to every other class of motor racing there is?

Hmm, well first move for me would be to bin the slicks. No real need to run on anything more exotic than R compounds.

Well given it no longer has an R32 RB26 in it any criticism of the early RB's is rather irrelevant. Secondly, with all those mods I would have expected to see something relating to the oil pump & maybe an oil restrictor in the head. Maybe they just missed listing it. Lastly, it doesn't read like a drag car. But you just don't know. Just make sure the thing is reasonably fresh. All the mods in the world won't help if it is flogged out. Good luck getting it complied...

Project Mu is not really that odd. The symbol used for friction coefficients is mu - the Greek letter. So calling a brake pad project mu is not reallly that odd. The things you learn.....

Um, no they are not. PCR use 888 chassis' (like djr as of this year) but Stone Brothers engines. DJR engines are done in house. In any case they do not share data.

To be fair they do exist. They look like this.... http://page5.auctions.yahoo.co.jp/jp/auction/e63812200

If anyone cares GTS-T is a contraction of Japanese/English Romaji script and can be translated directly into English as "Car for people too tight to buy a GT-R"

I have absolutely no comment to make.... http://www.prestigemotorsport.com.au/modul...hp?StockID=4236 http://www.j-spec.com.au/list/index.php?ID=9543

They are a 2 piece caliper. So the material grade is less important than for a 1 piece as the steel through bolts are ALOT stronger & stiffer at elevated temps. Try the APRacing website.

Well, here is hoping. Junior, aka Mr Potato Head, has been on a diet & judging from the weekends efforts he is now dragging his slightly less lard arse around in good time. Davidson had a crook back so couldn't show much. But the boy has talent to throw away. With 888 chassis', good hp & some money to spend things are looking up for the mob formerly of Daisey Hill.

HRT's new red is supposed to be redolent (That word again) of the 84 Group C Commodes. As for it being red like Ferrari, well there is a story. Ferraris are supposed to be scarlet not the crap Marlboro red they currently are. Go back in the books & look at them from the mid eighties. They were a much darker colour then. There are only the colour they are now so you can think of smoking some coffin nails each time you see Kimi cutting some laps. As for the chrome/silver finish I reckon it looks rubbish. It merely shows up reflections of whatever the car happens to be near at the time. It would be better to be painted silver. Looking at the last years 888 cars & this years it would seem Vodafone paid alot of money to clear the things of the minor sponsors.... For my 10 cents I think the djr cars look really good. Not as nice as the Jim Beam girlies, but solid all the same.

Um, I must be missing the point here. Surely Vodafone would want viewers to recognise the similarities & linkage between the 888 cars & the McLaren cars. Hence you would expect the liveries to be redolent of each other. 888 would naturally consult Vodafone as the paint scheme was coming together. I can't understand either why people would think it should be different or get all bitter and twisted about who did what first. For my 10 cents I don't think the silver finish looks good on either the McLarens or the 888 cars.

The bitter truth about aero parity is as follows. The manufacturers do not by themselves decide how much down force they can run. The governing body does. So on that basis Holden presumably would have installed more downforce into the E series than it presently has. Presumably Ford would have done the same. There is no point lashing out at either manufacturer on the basis of a parity decision made by the governing body. They test the cars to make sure they are the same & if not, they make adjustments. As I said both Holden & Ford could have installed much more downforce onto the cars. If one make ends up with more than the other it is not due to the designers of the car it is due to a failure in the parity system.

So by having a fat head I am genetically predisposed to dying in a car crash. Damn.