djr81

Is it important to read the vacuum? Looking at the Blitz unit there are only three wires that go to the dual solenoid unit. Logically one for each solenoid and an earth. So in that instance the display signal is the same thing as the control signal.

Nah not really. But the Nismo mount fixes the problem so why introduce the complexity if you dont have to?

So the take off point on the drawing under the plenum is ok for the supply of boost pressure to the solenoids? The tee is for the boost to the controller.

Tell the people why. looking at the drawing Nissan are happy to, although obviously they dont run an EBC.

Why not take the boost signal from the inlet manifold?

My set up is as follows: Nismo upper arm mount. Nismo LCA. Cusco tension rod (No better than the Nismo item, really. Probably worse as it has no give in it – its just that its adjustable) Whiteline bush kit, the adjustable one. I ended up having the upper arms made as I didn’t like anything on offer. What little I know about the upper arms is as follows. The standard arm is 182mm long (I think?) and something like 16mm trail. The Cusco arm is 172mm long and has a “trail” of 22mm. So the outside of the arm is 22mm forward of the inside. The trail reduces castor on the arm and therefore the load imposed on the outer bush. I gave up trying to buy a good arm and just got some made with the help of a few mates who have actual skills. They are a bit shorter again and have less trail than either the standard or Cusco arms. I did this because the Nismo bracket rotates the upper arm (If you were looking at the drivers side the arm rotates upwards towards the front – matching the forward movement of the spindle when you wind in more castor. Anyway it appears to work ok. See drawing of Nismo bracket and Cusco arm. Sorry but I have no clue as to the clunks other than the usual random suggestion of check bolt tension and ball joints. cusco arm.PDF

Because with a shut throttle and a recirculating bov there isnt enough vacuum from the turbo inlet.

Cusco upper arms as in the type with the bearings in them? If so look there for your clunk. I had some and found the geometry on them was such that they ran with little castor - mostly I think to protect the bearings. Anyway I ditched them and replaced the inner mounting brackets with Nismo items which was expensive, but worth it. The Nismo bracket rotates the upper link to reduce stress on the bushes/bearings on the outside of the upper link. Meant the difference between a Whiteline bush being flogged out in one track day to lasting years.

Well the short answer is he designed the Brabham (MRD) cars. Then the RALT's that won so much. http://www.motorsportmagazine.com/f1/history/sir-jack-brabham-1926-2014/ http://rontauranac.com.au/ A hard, hard man. But enormously talented universally respected. If you want to read about it I can recommend these two books: http://www.pitstop.net.au/products/the-jack-brabham-story/ http://www.pitstop.net.au/products/brabham-ralt-honda--the-ron-tauranac-story/

Terry, Ron tauranac did not design Coopers. Another Ron, Ron Dennisis spot on: "The word 'legend' is often used to describe successful sportsmen, but often it exaggerates their status. In the case of Sir Jack Brabham, however, it's entirely justified," said Dennis. "A three-time Formula 1 world champion, he remains the only driver to win a Formula 1 world championship driving a car bearing his own name - a unique achievement that will surely never be matched. "When I started out in Formula 1 in the late 1960s, I worked first for Cooper and then for Brabham. Even as a callow youth, I could recognise greatness when I saw it, and I'll always regard it as an honour and a privilege to have worked for Sir Jack. I learned a lot from him too. "So, on behalf of all at McLaren, I'd like to pay tribute to one of the most illustrious names in motor racing history, and above all to extend heartfelt condolences to Sir Jack's widow Margaret and his three sons Geoff, David and Gary. "Sir Jack Brabham, legend, RIP."

Anti seize is great stuff. You get a tiny dollop of it on your finger and by the time your finished you are somehow covered from head to foot in the sht. Amazing stuff.

Proper motoring press stuff here. Not Fitzsimmons in other words. http://www.motorsportmagazine.com/f1/history/sir-jack-brabham-1926-2014/ http://www.motorsportmagazine.com/f1/history/the-world-according-to-jack/

Stock rods? How far SOR, is Bunbury south enough?

Could be a white car repainted silver. Could be a rubbish camera. Could be stock Check the blue build plate for the colour code.

Which is why alot of the Nismo stuff is better than it has any right to be. In many instances it is stock gear, modified or manufactured differently to more track oriented purposes. EG LCa's are standard ones drilled differently, or tension rods are shorter versions of standard ones with harder bushes etc etc. Just a shame they want drug money for most of it.

Not at all. You can build it as right as anyone knows how and it will still break.

Was cancelled.

Well it wouldnt be the first or the last GTR to have a Nismo speedo fitted, most of them have. Quite when it was fitted is a question that you doubtless wont get an answer to. Doesnt have to be an issue just accept that it hasnt done 73kms. Fits into the same mystery bag as nearly every other GTR then. If the motor compression is good (number read well) and is straight then why not atlest consider it? Also it is not unknown for silver GTR's to come with different colour engine bays ex factory. Also looks to have some Cusco (?) coilovers in it. Will be laggy with those cams.

Pretty much it in a nut shell.

Get comby spanner. Join the ring spanner end of another spanner to the open end of the first one for extra leverage. Grunt a bit. Job done. Win. Or do the hammer trick on the end of the spanner if you are worried about rounding it futher.

Pretty big download but worth it. http://www.renaultsport.com/IMG/pdf/rsf1-moteur2014-presskit-en_final2.pdf

You will get no end of opinions. Or none. Have a look at the Project Mu range for a track pad or a high end street pad they are pretty good.

Energy Recovery Systems (ERS) Long-time fans of Formula One racing will be familiar with the concept of a Kinetic Energy Recovery System (KERS), technology that was introduced to the sport in 2009 and was a mainstay from 2011. KERS worked by harnessing waste energy created under braking and transforming it into electrical energy, providing an additional 60kW (approximately 80bhp) of power for up to 6.67 seconds per lap. The Energy Recovery Systems (ERS) which form an integral part of an F1 car’s power unit from 2014 take the concept of KERS to another level, combining twice the power with a performance effect around ten times greater. ERS comprise two energy recovery systems (Motor Generator Unit - Kinetic [MGU-K] and Motor Generator Unit - Heat [MGU-H]), plus an Energy Store (ES) and control electronics. The motor generator units convert mechanical and heat energy to electrical energy and vice versa. MGU-K works like an uprated version of KERS, converting kinetic energy generated under braking into electricity (rather than it escaping as heat). It also acts as a motor under acceleration, returning up to 120kW (approximately 160bhp) power to the drivetrain from the Energy Store. MGU-H is an energy recovery system connected to the turbocharger of the engine and converts heat energy from exhaust gases into electrical energy. The energy can then be used to power the MGU-K (and thus the drivetrain) or be retained in the ES for subsequent use. Unlike the MGU-K which is limited to recovering 2MJ of energy per lap, the MGU-H is unlimited. MGU-H also controls the speed of the turbo, speeding it up (to prevent turbo lag) or slowing it down in place of a more traditional wastegate. A maximum of 4MJ per lap can be returned to the MGU-K and from there to the drivetrain - that’s ten times more than with 2013’s KERS. That means drivers should have an additional 160bhp or so for approximately 33 seconds per lap.

Make McLaren in 1988 look like noobs. My question is this: With the rules governing the development of engines when is the soonest Renault and Ferrari can copy the long shaft turbo layout in the Benz power plant?

Only question is will MB will all the races this year? Or get a double DNF at some point.