djr81

Not sure what it is like over east but from WA is the list of top ten finishes at our last state based sprint/hillclimb series. Pashley Marengo Pilbeam MP 56 Radical SR3 Pashley Marengo Radical SR3 2007 Nissan 180SX Speads RM07 Brabham BT23 Mitsubishi Evo 3 Birkin S3 The 180SX has a 7 litre motor and is on slicks, the EMO was fully stripped/caged. The closest thing to a road car was the Birkin which was the same car as entered the national championship. Basically from what I can tell sprints are no longer just for road cars and if you enter one you cant expect to finish up the pointy end. I guess once you accept that (Or dont) it makes sense to get as an eclectic group as possible just for interest sake. Even when you turn up in a "class" car for a sprint - in my 4WD class anyway there is always someone with a stripped/caged Emo running on a rally rego plate and E85 with stupid boost. It is "road registered" so what do you do?

"According to British motorsport journalist Joe Saward." There is an oxymoron if ever I heard one. Journalist and Joe Saward in the same sentence. He is a muppet.

Cusco do one. I got mine from Greenline but had to email them & ask as it was not listed. Same as the normal strut braces except the drivers side mount has the bits on it for the brake stopper.

The thing (apart from the rubbish tyres) that annoys me is that the rules are now so proscriptive that even the weight distribution of the cars has to be within a tiny range. Bloody ridiculous. Guessing Webber is going to back out of the sport without winning another GP. Still atleast we have another yocal in there, even if it is with the Hormone Replacement Therapy mob.

What? Roy was making the point that a number of drivers have been badly affected by the new Pirelli tyre. Webber is one, Massa another. A fundamental change in the tyres rewards different driving styles. For example Buttons "easy on tyres" reputation didnt count for much at various points in his career. In fact probably made qualifying far more difficult than it would have otherwise been. With the new tyre, however, being gentle on tyres is a very important attribute for a driver. Vettel, Button, Alonso have made big gains in comparison to their team mates. Making a super soft option last a couple/three more laps means you do fewer laps on the shit prime tyre. The Hamilton haters put it down to a million other things and whilst they have doubtless made a contribution I dont think people need to look too much further than the tyres this year as a reason for changes in intra team competitiveness.

To my (limited) understanding there are two different things going on here. Firstly the Tomei pump is physically much larger than the N1/stock unit. Being a positive displacement pump (ie not at all like a turbo) its output is proportional to its speed. So you get more flow - but this, in terms of what goes through the motor & the head is not the important point. Pressure is a function of flow, not of the pump and the pressure relief valve on the pump acts in such a way as to divert the oil away from where it would otherwise go (Through the engine). The important point is that the pressures on the Tomei pump are high - about 4 bar at idle and more at higher engine speeds because of the hgher volume flow. An approximate number would be that the pressures are approx 2 bar higher than for an N1 pump across the rev range. As you can see from the attachment adding/deleting shims does not have a big influence on the pump pressure. It has some to be sure but maybe not what people may otherwise think. So our start point as far as oil supply to the head is concerned is that the pressure seen at the oil restriction orifice is higher for a Tomei pump than an N1. Consequently you will get more oil into the head with a Tomei pump - but again probably not as much as you would think. For a flow restriction orifice four times the pressure will only give you twice the flow. We dont have quite that much extra pressure but we do have some & to grab a rough number (Ie one pretty much out of the air) a 50% increase in pressure (which is not wholely unreasonable for the change in pressure) will give you a a 22% increase in oil flow. You counter this by running a smaller restrictor - 22% smaller in this example or about 1.3mm as opposed to a 1.5mm orifice if that was your default choice. I think that makes sense - it is still early.

No. It is such a boring race that it will make your head hurt.

Why the obsession with short shock bodies? If you look at the suspension set up you will see there is a good 30mm or so of travel to be found by chucking away the standard top mounts and using an aftermarket unit, ie where the shock shaft is attached to a "top" which in turn bolts to the chassis. Most shocks are with in a few tens of mm's in length - it is the way you mount them that is more inportant in terms of their travel.

The trade off for the weight loss of the 4WD system is a slower lap time, ie remove the system and go slower. Dont waste your time just to struggle with the other GTST's. Oh and by the way the "supertaxi" gearbox is a Holinger. Originally designed to fit in a - wait for it - R32 GTR. True story.

Yes that is the price in Australia from the Australian distributor. If you have a look at the price you would be getting either ex Japan or locally I am confident it will be cheaper.

Just go here for the Project Mu part numbers and get them from whomever distributes to you - be it imports or local. http://www.project-mu.com.au/en/products/Rotors.html

How wide is the rotor in question? Most rear rotors are markedly thinner than their front counterparts and do not cool anywhere near as well.

.

I use a Power FC but its limitations are a little worrying. You may aswell use Nistune with that setup. The Power FC has had its day anyway.

Yeah that is the one. Not sure which month it is Troy - other than to say it is on the shelves at the newsagents.

In the current issure of Car Magazine (It has the new small Range Rover on the cover, Pommie mag) there is a really good interview with Freddie Gibson about the R32 & GMS. Some of the stuff he says is pretty interesting - much different from the usual interview or stuff you read in Auto Fiction, sorry Auto Action. He tips a bucket on the car and on the Japanese. Well worth the $12.

The Nismo LCA I bought for my R32 GTR were the same casting as the stock units. The drill hole on the outside of the arm was moved slightly (5mm) to make the effective length of the arm a little longer. End result is a little more neg camber.

Stuff that. Bowl spin, hit boundaries, sink piss. Worked for Warnie. Bowling Shane......

Correct. They are exclusively made up of people with beards.

Both. They only do one piece rears. I have two piece fronts.

But are you aware that 28% of all statistics are made up?

My experience of DBA 4000s is based on having owned two sets of them. They were slotted, not cross drilled. Both sets cracked. Fronts, rears didnt matter. It was not like only one out of four rotors cracked. I changed to Project Mu rotors and haven't had a problem since. It probably depends on what they are used for and how hard they get used. Also they may have improved in the last few years. But I cant see why I should recommend them to anyone nor reward DBA with any further custom.

Weather? Whether? How far up the inside the overtaking car needs to be is the most boring argument in motorsport. As for the percentage question it is exactly zero.

All this conveniently ignores the fact that the Renault was massively more competitive in the first half of the season than the second. Heidfeld wouldnt have been dumped if he was doing the job. He wasnt so Renault moved on.

For me - I have a grudge aagainst 4000 series DBA rotors based on them cracking. If it is just for street why buy them - get something cheaper. If it is going to be used ont he track get something better. Dont try & get half pregnant.