djr81

Good. Because acid will eat the concrete as well as removing the stains.* It may or may not actually remove the stain.

Just for the sake of amusement I weighed the deleted bits of the old cooler. With hoses, fluids etc it was just over 2.0kg (1.7 for the part itself) so there isnt as much weight in there as you might think by looking at it.

Which the HKS or GReddy ones? I bought my HKS years ago. Dont remember it being too much coin but that may have changed. See photos. First one is the front of the HKS sandwich. Note the take offs are at 90 degrees not 45. Second is the back showing the extension piece to fir the oil pressure switch and (unseen) the 90 degree elbow that fits into that. THe oil tempeerature sender is to the front of the car. Both are on the underside of the plate.

I thought there were two different conversations: The "Leave me alone I know what Im doing" which was Kimis response to being told he would be updated on the gap to Alonso. The other the quote for which I cant quite remember was after he was told how to keep his tyres warm during a safety car? I think. Goodwood. Nice. Is it FOS or the revival. And what you wearing giving flat brimmed caps are banned.

So you fitted the sandwich plate straight onto the block - here?: ALso for what it is worth I have the same problem finding a location for the oil pressure switch. The HKS plate is different to the GReddy one: I was going to try a 45 NPT female to male elbow to get it out of the way but havent checked for correct thread type/sizes or to see if it will work. But yes the biggest issue is getting the switch out the way. The temp sender is tiny and isnt a problem.

No. The Cusco sway bar is more likely to be of the order of 4.5mm wall thickness.

Bloody engineers. FFS etc.

Well firstly I doubt that a 23mm solid bar would get near a 30mm hollow bar unless the level arm was massively shorter or the wall thickness was very thin. So I am going to go out on a limb and say wherever you got that from is spouting nonsense. I changed a rear Whiteline for a Cusco and the Cusco is stiffer. I cant answer you second question for you. It depends on how much stiffer you are prepared to/wanting to go and it depends on what type of spring you have. If they are (for arguments sake) 65mm id springs they are cheap as chips and easy to swap out. If they arent it is harder and more expensive. For what it is worth there is nothing special about Tein or Nismo S tune shockers anyway. The HICAS is really neither here nor there. I ditched mine because it didnt help and frankly the back end can be steered with the throttle pedal. Dont need a heap of computers to do that for me. But again it depends on what you are after. On the road on road tyres is different from on the track on track tyres. If you want an opinion (worth every cent you pay for it) 10/8 as a spring combination is just stupidly hard and will shit you to tears. Go softer.

Went to the cricket. Was hot.

Most suspension suppliers default to chosing a front spring rate then knocking a kg/mm or two off it and fitting that to the rear. Nismo actually spent some time on the GTR and put a softer front spring in it. Understand too that what you want on the road and on the track are two completely different things. For the road you want a softer rear. The balance you are trying to get is between mid corner balance (its a GTR it will understeer in spite of anything you may try - it is just the amount that changes) and corner exit balance (usually oversteer as the ATTESSA isnt as good as it should be). The point to note is that on a 32 (with a less responsive attessa) Nismo use a softer rear spring for traction. If you can get away with more front torque on corner exit (by using an attessa controller) you can use a softer front spring for better front grip. Sway bars can then help a little further - same philosophy - just for tuning. Soft front hard rear. Good luck trying to compare a Nismo rate to a Cusco rate to a Whiteline rate, however they all speak different languages. Wheel alignment is the least effective tuning tool. So comes last.

In the first link the car listed as an 85 Benetton is an Alfa Romeo. Just saying.

This. They are flat out getting their own sht together without worrying about us.

They havent "failed to adapt". Ford makes the Territory - a bloody good SUV but one that doesnt sell in big enough numbers to warrant more investment. The looked at assembling the Focus a few years back but the numbers didnt stack up. Holden makes the Cruze. But again, it doesnt sell in big numbers. It is not that the cars are uncompetitive just that the market has fragmented so much that NO CAR sells in big enough numbers to support local design and manufacture.

What industry? Manufacturing is stuffed across the board. THis is short but worth a look. http://www.abc.net.au/news/2013-12-10/llewellyn-smith-its-the-australian-economy-that-needs-saving/5145940?section=business

A sad day. But the question is this: What would they manufacture if they were to continue? The large car market is declining and there isnt anything that is replacing it in the kind of volumes needed to keep a factory competitive.

Bad enough that it can make a mess of a championship - but how happy would you be getting bumped to 11th in the constructors off the back of a double points windfall in the last race?

Would have had to be the old Spa circuit before they shortened it. But Im thinking pine forrest = Nurburgering. Oh and no one got a lol from the driver reference? My talents are clearly wasted here.

Guessing 1937? NFI where. Was tempted to say real men like the unfortunately named Englishman who drive for Mercedes in 1939. But I wont because that would be wrong as he ended up dead at the Belgian GP that year.

Yeah I did but the rings out of the box from Pacific were only very slightly tighter than those numbers anyway so they got put in as is - about 20 thou top which is what the spec sheet said.

Rumour has it MB were the team who voted no... TRAINING will continue in earnest for Australia's Daniel Ricciardo, who has been told to shed a couple more kilos ahead of next year's Formula 1 season. He is one of several already-thin drivers having to lose more weight thanks to the sport's new technical regulations, set to be introduced next year. This year's V8 engines will be replaced by turbocharged V6 units, heavier than their predecessors thanks to the added hardware needed by the new motors. However, that reduces the margin for the driver under the sport's minimum weight regulations, which take into account both the car and its pilot. Ricciardo, one of the taller drivers in the F1 field at 1.75 metres, tips the scales in the mid-60 kilogram range. But he will be looking to edge that down to the low-60s by the time testing of Red Bull's new RB10 begins in January. "Compared to where I am now, I need to lose a couple more kilos," Ricciardo told Brazil's Totalrace. "That's my goal." The issue of driver weight has become increasingly contentious, with taller drivers having to stay ultra-lean in pursuit of extra speed: every five extra kilograms costs a driver roughly 0.2 seconds per lap. "Haven't eaten for last 5 years! Minimum weight has been too low for ages," the now-retired Mark Webber tweeted earlier this season. Webber, whom Ricciardo replaces at Red Bull, stands at 1.83m and weighs in at 75 kilograms. With the muscle drivers need to withstand the strain of driving an F1 car for up to two hours at a time taking up a lot of their weight, that doesn't leave room for much else. Several F1 teams are currently pushing for the minimum weight of car and driver to be increased by 10kg to 700 for 2015. "I think it should be changed," Red Bull's technical guru Adrian Newey told Autosport. "All teams bar one did vote for that weight limit to be increased and it has to be unanimous - but there was one team that objected to it." The topic is set to be a hotly debated subject at the F1 Strategy Group meeting next week, where the teams discuss their thoughts on the future direction of the sport. For his part, Ricciardo doesn't expect losing the weight to be difficult, citing the competitors in his other favourite sport as inspiration. "It's not a problem. I like watching UFC (ultimate fighting championship) and those guys lose eight kilos in a week or something when it gets close to the fight. "Two kilos in four months will be easy." Ricciardo is set to make his first official appearance as a Red Bull driver when he gives their show car a spin in Sri Lanka next week.

Well there will always be an argument at the margin. But surely it cant be beyond someones ability to work out the cog of a sitting driver and put it about there in the sides of the cockpit. Would surely be less than the difference between having a driver with a massive jawline compared to a pin head. So DC vs ???

Actually no, it isnt. You specify a minimum cockpit dimension. You specify a minimum weight for the driver eg 90kg. You then specify the locations for the make up ballast that the jockeys carry. Job done.

22 to 23 thou for the top rings. Didnt bother with the seconds

He needs the FIA to wake up and make being a midget not the most important fkn measure of a drivers worth.

Motor is back together and working. Some random thoughts. 1. Removed the back of head oil drain. 2. The oil cooler/warmer standard on an RB26 has got some weight to it. Removed that and replaced it with an RB20 unit (Thanks Troy). Running a filter with an oil relief in it now. 3. Drilling out the oil returns in the head is actually harder than people make it sound on the interweb. They are quite lengthy and the top is a little difficult to get to. 4. What I was told about the ring gaps in the old engine was a pack of lies - they were bigger than quoted.