djr81

To be honest I run out of brakes long before anything else. The brakes get a bit of a pasting into the chicane & then again into the hairpin before the strart/finish line. If you are running proper race pads you should be ok. Endless are not exactly cheap, but it would pay to give the grumpy old bugger at racebrakes in Melbourne a call. You should find they can sort you out with something that will be happy above the 600 degree mark & also with a decent friction coefficient (mu of about 0.5). Unfortunately they don't work from cold, so you really need to fit them up for a track day & then remove them again. I looked at the prices for proper brakes - ended up scared. Hopefully will see you at Wanneroo. The calender is at www.speedeventseries.com

Hello Pete, If I can suggest the best person to talk to would be Jamie who runs (with his Dad) an R32 GT-R at Wanneroo & also in the SES you refer to. There is a hill climb on Saturday 5th (At Wanneroo) & also the combined short/long course sprint in December. From what I understand the biggest problem will be keeping the brakes cool - which your intention of removing the stone guards & ducting the rotors will help. As for the remainder - the drive train should be able to live with three laps of Wanneroo at a time. This is only three and a bit minutes of flat out motoring. Hill climbs are even less. Not that I have your sort of horsepower, but cooling the drivetrain is not an issue I have had. Cheers Richard

Castor rods for R32 GT-Rs are different to R32 GTS-T's Which do you have (I think they are GTS-T's?)

How bout if I have a go. There are two interelated parameters: Flow (ie the amount of fuel flowing through the injector rail) & pressure (ie as seen by the injectors). If you increase the rail pressure the pump output will drop, ie the higher pressure the pump has to work against the lower its flow rate Pretty straight forward really. However, the opposite happens to the injectors, ie the higher the pressure in the fuel rail the more fuel the fuel injectors will flow. Hence, the higher pressure you dial into the regulator, the richer your motor will run.

1. The cars used for side intrusion tests are not the ones we are speaking of. The remainder of the tests are non destructive, so don't represent a problem. But each of the RAWS needs to present evidence of compliance with the relevant ADR's. 2. Discussion item.

Yeah, tightening up the diff sounds like the other best option. I used the highly technical data logging method of getting a mate to stand on the inside of the corner to see what was happening. Unfortunately there are not any more inputs available for the data logger. (Although I would love to better get at most of what is available in the Skyline eg TPS, steering input, ATTESSA outputs etc etc.)

The wheelspin feels much more like the inside rear spinning rather than a front/rear torque distribution - hence the fix is (broadly) more so to reduce the roll couple (Lower ride height), increase the roll stiffness (sorted) and to tighten up the rear diff. The wheel is sufficiently lightly loaded through Shell to not have much affect on the handling balance when it loses grip - it just annoys me because you cant let the thing drift out against the ripple stip on the exit of Shell during the run up to Kolb. What you are saying about the ATTESSA pack is correct, however presently I have a surfeit of grip over engine output. Hence the car is still understeering - although this is halfway to being fixed also. Just time & money really, like everything.

At the risk of firing this thread off on a tangent - does the R32 V-spec have an active diff? I always assumed it had, but in the absense of hydraulic lines I now doubt it somewhat. From memory it has an ATTESSA System with a higher sample rate (100 times per second rather than four), but does this really make such a huge difference? Reason for asking is given in the attachment - wheelspin. The graph shows a data log from a nothingburger lap of Wanneroo. Particularly through Shell (left hander approx 216 secs into the log) the jagged blue line (rpm) indicates wheelspin - and lots of it. Not sure which end is causing the problem - my first move was to have a go at the suspension rather than the diffs. But the question stands - do R32 V-spec suffer from this nonsense?

Have you got a part number for the Bosch Z32 equivalent? Also, if you want to go for a pod filter Apexi supply kits to suit eg they can supply a kit for an R32 GT-R with Z32 AFM's which include the plugs for the AFM's - just a thought.

The australian cars have an oil cooler for the ATTESSA system. The cooling arrangments for the engine oil are the same as the JDM examples.

Depends on how much boost you eventually want to run. Above about 1.2 bar you probably should go for a dual solenoid setup - in which case I would recommend the Blitz ID III. Below that a single solenoid Blitz or an Apexi will do a good job. Best prices are either from Nengun or Greenline etc.

From memory there are four different types of GT 28-60. Could you please post a part number eg 707160 dash ?

Glenn Seton was driving a Falcon with Allan Jones, sponsored by Peter Jackson. He won the Touring Car championship the following year in it.

A couple of questions: Who supplies the oil catch cans that you commonly see mounted in front of the batteries on R32 GT-R's. Secondly, is there an easy waqy of plumbing the caught oil back into the sump without drilling and tapping holes in the sump.

The photo actually originates from a for sale notice on these forums! The car was a local (Perth) V-Spec series one that was advertised a few years back. I thought about buying it & now wish I had. One of the nicest I have seen.

Saliya, That id plate lines up with other V-Spec (Series 1's) that I have seen. Not sure what the eight is. All the plates I have seen have this particular character blank on the vspec (1's). My poverty pack 89 model reads: KBNR32RXFSLMZG My poverty pack 94 version reads: KBNR32RXFS7 AA So maybe they changed how the plated were stamped at some stage...

From memory they were 1500kg. They had also had two and a half years of development put into them - basically with Winfield & Nissan money behind them money was not a object for GMS at the time. By way of comparison they were still appreciably faster than the four V8's entered that year. (Two for HRT, one for Brock, one for Glenn Seton) The best bit was after spending the lead up to the race whingeing about how the cars would be unsafe at 1500kg Freddie Gibson had to do an about face & convince CAMS that his cars were safe to enter the race...

To the best of my knowledge: The R32 GT-R was released Aug '89 and ended production in Dec '94 with 43,934 built (A figure which includes all limited editions listed below). The R32 GT-R V-Spec: released Feb '93 through to Dec '94 with 1,453 built. The R32 GT-R V-Spec II: released Feb '94 through to Dec '94 with 1303 built. The are also 560 Nismo editions & 228 N1 editions (Different to V-Specs) Both series V-specs as well as ordinary GT-R’s were built through to December 94. The V-Spec 2 didn't supersede the V-Spec. Both models had Brembo's & the active diff. The difference is limited to the suspension. Saliya, Could you please post up a photo of your diff?

Does anyone know were I can get good photo of the stoush?

Mark Skaife was a lot younger (weren't we all), so was Neil Crompton who came third. Skaife was also (& this might take some believing) even more arrogant than he is now.

I think you are getting a bit mixed up. The track was changed in 87 - subsequent to Mike Burgmann's death on Conrod Sraight - not Denny Hulme's. Mike Burgmann was killed when he hit the base of what was then the Dunlop bridge in his VK Commodore. Denny Hulme on the other hand died of a massive heart attack while driving one of the B&H BMW M3's. The GT-R's, in terms of lap speed, are a long way off the current V8's. Put that down to extra weight, boost restrictions and tyre technology.

Not sure when the inspection is due. DOTARS are allegedly going to advise the workshop this week. The joys of living in WA I suppose. May do a little more groundwork on exactly who the engineer is.

Try www.franzonline.net Server is a bit on the slow side, but the in car of him lapping Wanneroo in his 300ZX proves beyond all doubt that Franz has had his fear glands removed.

Your numbers - particularly castor & camber are conservative. Have a look at the Whiteline website for a first pass for settings. You will find a sheet on GT-R's, not sure about GTS-T, but then you haven't said what you own. Couple of things - firstly you need to understand what effect changes will have & also what you want from your suspension. There are any number of books/tutorials available so best bet is to start there. Secondly what one person likes on a track can be completely different to the next. Your suspension setup will determine how the car feels. Thirdly what is needed to work well on a race track can be a real handful on the road. Finally what looks after your tyres on the track (Mostly castor & camber) can shorten their life on the road.

Mate the only photo I have ever seen was published in the 1993 edition of Australian Motor Racing Yearbook. It shows the car after it has had a lose just over Skyline. The photo is accredited to Greg Taylor & Chevron publishing. Maybe you could email Chevron. Alternatively, try www.oldracephotos.com (Maybe .au aswell, can't remember). Other than that Auto fiction/Motorsport News may have something.