djr81

To be fair that comment was mine. And I am an idiot. I remember watching the SATCC round from Wanneroo in 1992. All 12 entrants. Awesome. The size of the industry now is massively bigger than 20 years ago. The quality of the cars is massively better than ever. The professionalism is much higher than 20 years ago. In every measurable way the whole scene is better than it was. The only loss is having homologated road cars and that has long since not been viable. Not for circuit racing, not for rallying either.

Well not being rude but you would then recognise the aluminium plate rivetted to the firewall as containing the number? Why not just ask the bloke to post up what it has written on it. Because it will probably be BNR032-00000100352 or similar. Not that hard, really.

No it wouldnt. Nismo editions were in the range: Under carriage number division GT - R NISMO Under carriage number 100000 – 100560

Rather than mess about with the cam covers you can just run the pipe from the sump into your catch can.

Oil issues on the dyno are uncommon simply because the engine isnt on song long enough for it to become a problem. It needs to largely fill the cam covers before it starts pumping oil out. They have a reasonable volume which is enough for a pull on a dyno. On the track it is common for them to be on full throttle through the gears and then be subject to lateral and/or longitudinal gees - hence they accumulate oil & sump pressure and start pumping oil everywhere. Venting the sump is one way of fixing it. It makes up for the lack of cross sectional area in the head of the motor to let the oil return to the sump and the blowby go to atmosphere. How much extra area you need to fix it depends on how much blowby you have. The problem in all this is it is near on impossible to recreate on the street. Atleast if you are not being a complete spanker. It only happens on the track. Hence many, many RB26's that would otherwise exhibit the problem dont - simply because of the way they are used and not because of the way they are built. I'd reckon the fix is to use a thicker top ring, fixate on the end gap of that ring and obsess over the run in procedure.

Yeah well the fat rings in the stock motors are actually pretty good at reducing blowby which is the root cause of the problem. Forged engines are more of a problem. The difference with Wroo/Collie is as follows: You make blowby/push oil into the heat on the straight - ie when you are accelerating. When cornering at Wroo it is mostly turn right which matches the drain holes in the head of the motor (on the passengers side) So you get some drainage. Also if the catch can is where the battery used to be and is plumbed back it can drain to the sump easilly under cornering load. Unfortunately Collie is almost all left handers which allows neither of those things to happen. Hence it is much, much harder to sort hte problem there. So anyone who tells you they have a cure ask them if it worked at Collie and dont beleive them until it has. Also Collie is much more fun to drive around than Wanneroo.

There are Sierra fan boys? But you are right. Group A is long dead. Good riddance too. The cars were brilliant but the racing and the politics were rubbish.

I cant offer much other than the general view is pretty positive. How much they want for a front pair? The hatted rotors appear to have more vanes in them than the Project Mu offering which is a good thing if you are going to the track anytime soon. This isnt true of the all cast items - they are much of a muchness. DBA have not very much in the way of vanes/pillars to pump air through them. Not sure why DBA4000's are on the list - you mean 5000's? Anyway check the prices for imports ex Japan before you stump up for landed stuff.

Well I would suggest if it did that at Wanners you will have real trouble at Collie. Anyway it is up to you. You can pull the sump off the thing without taking the engine out. Not a fun day at the office but manageable. Who built your motor out of interest?

The question is then, how many spots in the sump have you got available? Obviously there is a drain plug and the return oil from the turbos. Nismo use the latter for their catch can. So maybe replicate that if you think your catch can will contain the oil from one run.

There is always the Nismo can that drains back into the sump via the rear turbo oil return line. Anyway before you get too excited I would recommend a few laps of Collie and see how that goes. The anti clockwise nature of the circuit makes is much, much harder to sort out your oiling issues.

The adjuster doesnt adjust anything. It is there to allow you to hold the shaft of the shock stationary while you do up the nyloc nut that holds it to the top plate.

Shaun, What sort of terminal speeds are you getting down pit straight? Richard

Dont get too worried about back brakes. As long as your bias is good they will be ok. See photo for comparison. Note that with DS2500 pads my rear rotors are wearing out simply because the pads are hard on the rotors when they are cold.

He usually recommends Bilstein non adjustables. See here for a useful discussion: http://www.skylinesaustralia.com/forums/topic/374385-bilstein-coilover-conversion/ Depending on what you want to do affects spring rates. 5/4 kg/mm front & rear tends to be a bit soft for the track. I ended up 5.5/5 which with the attessa controller some sway bars, much -ve camber on the front and other bits works well. From what I can remember from Bilstein themselves the standard offering doesnt need revalving in that range. From Bilstein: The front shocks, if they are as per factory spec, will support a spring rate of about 10kg/mm. While the rear, again at factory spec, will support about a 6kg/mm spring.

Yeah it is an amazing revelation that a race engine under power sounds better than one just trundling down the straight. But ignoring the crap comparison the Merc does sound good.

Yes with a stock ECU. What part of - GTR's run fine on 98 Octane - is not getting through?

Fair enough putting a new McLaren livery on an old MP4 but the other teams skins are just pointless. Anyway the new one appears to be going pretty well.

When the GTR was released in Australia the highest octane petrol you could buy was 95 octane. They ran happily on that. True story. So you can actually run a stock GTR on 95 octane. Most people use 98 and they are perfectly fine with that too. Stock or modified. You dont need to mess about with octane booster. Mines ECU's are notorious and you'll not find anyone recommending them. But you dont have one so it is not a concern.

17*9 +22 was the default size for R32 R's before fitment happened. So an 18 in that size if you must. But given a +22 rim with a 255 bag tyre will scrape (depending on rear ride height and camber, obviously) I cant see how you would get a +12 in there without issues. LMGT4's look underwhelming in 17's, good in 18's. CE28's are much better in both. Both are colour sensitive, however.

Are you talking about diameter or thickness? Width doesnt mean anything on brake rotors. Wear isnt consistant across the diameter of the rotor. The new disc should be thicker than the old - that is why you buy a new disc. Bit like asking why your new tyres have more tread than your old ones. The diameters of the rotors should be the same.

Never mind the HR31. Larry Perkins will be there in a De Tomaso Pantera - and not just any Pantera. http://www.speedcafe...island-classic/

Trouble with them being they are not accurate - they read about 8% fast.

You do realise that fitting has stupid amounts of neg camber on the rear to make it fit, dont you?

You do realise that in the DVS there are no Nissans or AMG's dont you? Not sure quite what Stoner will get out of a year in the development series - their cars are fundamentally different to drive than the COTF.