djr81

Be good if they could get a good car at Williams. Williams would have kept Hulk but they couldnt afford to not run a pay driver. As for Massa - he is a nice bloke who used to be able to drive. I dont quite understand it - surely a spring to the head doesnt cause that much damage?

Well I rate teh Hulk. Would be good to see the second Ferrari go to someone with pace. As for Kimi RB would do well to sign him _ think how many more cans of that god awful cats piss they would sell. If the boy from Perth cant have it it should be Kimi.

Well people are mercilessly taking the piss for the F&F style reference to those & the head works but they are supposedly these.. http://www.briancrower.com/makes/nissan/rb26.shtml Oh and, ahh, good times.

You splice it into the loom for the ATTESSA system. Most people put it in the interior - I put mine in the boot near the attessa system. It doesnt set a fixed % front or rear it modifies the lateral gee signal into the attessa system which effectively increases the % torque to the front but there are a heap of different curves available to change the output, rather than a fixed %. They work really well.

But did you see what happened? They had a revolution and now they cant understand cricket.

Stage 2 cams, good times.

Its the HDR. Too much HDR and too much photochop has killed photography for anyone not wanting to spend endless hours fking about with multiple exposures of the same scene. It is just out of control.

What sized bore are you out to? Just curious as the CP cattle dog lists 1.2mm top rings for 86.5 & 1.0mm elsewehere.

Toyos from what I understand go ok on light cars they appear to be popular for that.The RE55's I had previous were so hard the fkrs died of old age but the Yokies are quite a bit softer. They also feel less one dimensional. By that I mean the Bridgies when new/warm would stop and turn but not both. Not sure why maybe the tyre shape had something to do with it. AO50 have alot of crown on them for reasons I dont get. Everyone is scared of running over pressure as the middle wears first. The Handcocks look like a traditional R comp. Do they drive like the yokies or the Bridgestones?

You need to remember that the relationship between the "Ideal" damper ratio and the spring rate (Assuming everything else stays the same) is not linear. So if you were to double the spring rate for example you dont double the damper force to match it. So it is less critical than it would outwardly appear. Also a great many adjustable dampers do not adjust both sides (ie bump and rebound) of the damper curve anyway. And dont do so linearly. Or repeatably. Or in any way well.

Putting an adjustable sleeve on a shock that doesnt have one isnt in anyway difficult. So height changes and spring changes are easy to accomodate. Also the range of springs that a fixed damper can work with is suprisingly large. Large enough in my experience that is the rates are about right to start with you dont need to revalve anything.

I downloaded these from a for sale thread ages ago - simply because they were the only dyno charts I had seen on GTR dampers. They are for the yellow Bilsteins off an R33. Anyway apologies to whomever the vendor was - hope they sold them... On another tack someone needs to bring up the fixation people have on adjustable dampers. The problems with them are plentiful, other than for the high end stuff where the problem is simply that they are ruinously expensive. Not only is there nothing wrong with fixed dampers they are superior in most ways.

But its not that easy is it? If last years car was on the pace they would run last years car. Like Williams would. This years is quicker - its just that everyone else is quicker again. Which is not to say both cars dont suck teh balls.- clearly they do. Just that every team will produce a dog of a car every so often. Trick is to limit the number of times it happens and not let it destroy your whole business. Hoping theMcLaren Honda & the Willams Mercedes will be better.

I think he means in the design office.

It is actually pretty damn difficult to get dyno charts for cheap dampers. I havent even seen any for the Bilsteins that are so common on GTR's. The problem for most people is - even if you could draw exactly what you wanted the damper curve to look like, could you? I know I couldn't.

Im not sure all that is correct but the conclusion is unduly harsh. What you have to remember is that there is fk all in the way of testing anymore. Which affects Pirelli massively. The different cars use the same tyres very differently. Up until recently the MB ate them. Lotus, FI & the cheatin pseudo Italian team were gentle on the tyres so prevented Pirelli from implementing the changes they knew would stop the issues they had in England. So blame, in no particular order, the FIA for their dumb regulations, the teams (three of them anyway) for their selfishness and also Pirelli for making shit tyres.

Hmm, found the Yokies to be pretty good. How do the Z221's go for wear/heat cycles? How much for the Handcock's in the 255/40/17 size?

Means some people were supposedly fitting them backwards and running low pressures.

The general rule of thumb is if you dont have much money then dont import a car - you spend too much on fees and transport. Plus the cars in Japan for whatever is left out of your $10k budget (Pick a number - $7k?) will be awful anyway. So buy local. On the other hand if you do have a reasonable amount of money to spend on a track car you should buy local. So, in summary, buy local.

Well I am off to Singapore - but Japan may have been a better choice. Anyway one last dose of atmo motors and MW. Post race concert in Singapore? Fkn Justin fkn Beeber. FFS the fkrs fkn fkd.

Well he hasnt posted a dyno plot but I would seriously doubt he would see even 150rwhp at 4000rpm with 272 cams. Here is the difference between Poncam B's and a 256/252 (ie 4 degrees smaller than a Poncam A on the inlet side but with a little more lift). On 98 with -5's. Needs more boost and powers at the top end but the steepness of the curve around 4000rpm demonstrates why a relatively small cam change can make a big hp gain/loss when the thing is coming on boost and why getting the turbros to spool up in the first place is so important. And no I am not saying there is anything good about the setup on the graph. As for the cornering speed thing it is really, really hard to gain engine rpm by cornering quicker. Changing the way you drive to a slow in/fast out is the way a GTR needs to be driven anyway.

I know what he said - I was trying to agree with the 4000rpm mark. I havent seen a -5 & and 260 degree cam option on 98 make 300kW at the wheels at 4000rpm. 200rwhp is usually closer to the mark. Broadly I reckon the 200rwhp mark is a measure of decent response as long as you make good (450+rwhp) at the top end. Other people will doubtless see things differently.

Clearly there is some contention about how much front wheel torque is supplied at cruising speed. I have found in the 32's I have run that there is a little supplied at about 100km/h. So I dont think any fault codes will show and I dont reckon there to be anything wrong with the system. AFAIK the attessa works in conditions other than large front/rear wheel speed differentials.

They all put a little bit of torque forward at light throttle at that speed. The system is fine.

Dude RB26's dont have hydraulic lifters. But they do have very noisy injectors. And a propensity to run big end bearings.