djr81

You will find that people are - until you get competitive. Start here. http://www.cams.com.au/en/Development/Get%20Involved.aspx

I gather you are talking about this? I looked but cant find a reference anywhere else. Maybe I am looking in the wrong spot. G e n e r a l Re q u i r e m e n t s o f A u t o m o b i l e s – S c h e d u l e B Schedule B EACH AUTOMOBILE (EXCEPT A SUPERKART) SHALL, OF NECESSITY, IN ANY SPEED EVENT OR RACE BE: fitted with two separate fasteners on any front-opening panel; Bonnets have bolts at the back & a catch at the front = two (threee actually) separate fasteners. I have been running for years with a stock bonnet. No pins, no problems. Same as any number of other people. For what it is worth the only bonnets I have ever seen fly up were secured by pins - that people forgot to put in.

Where does this stuff come from? I have never seen a car knocked back with a standard bonnet catch system - they are two stage anyway. Secondly sprint events do not require roll cages and again, I have never seen a non cams compliant cage knocked back. If you dont need one it doesnt matter that it doesnt comply. Go to the CAMS website for affiliated clubs & events.

Yeah mostly focused on Group N rally. They did Group A with it but not very well (In the Ford tradition). Then shrunk everything and smashed an Escort body on it. The Sierra (3 door) was for Group A racing. Roys looks to be of the 5000 strong homolagation model which raced in the early part of the 87 season. There was an evolution model (with the extra rear lip spoiler) which was used from then on.

Portugese naming customs are odd, to say the least. Bruno Senna is actualy Bruno Senna Lalli. His mothers maiden name is Senna & his fathers name is Lalli - hence Senna Lalli. In the same way Ayrton was actually Ayrton Senna Da Silva. He just used the Senna bit becuase it sounded better to the English. This is typical not some confected hyphonated nonsense like the poms use to sound more impressive. For that matter Ayrton is not actually pronounced airtun. But anyway. Here is hoping Bruno goes ok. Bit hard to light the world up in a HRT as Ricciardo (pronounced Rickardo FFS) is finding.

Ford did do a four wheel drive Sierra Cosworth (Called a Sapphire) which they used for rallies. But Roys thing is rear wheel drive - from 1987 or thereabouts.

Assume he means everything Ferrari have ever built. That is a bloody nice Sierra Roy. I had assume they were all stolen/thrashed/looted/burnt by now but atleast one has survived by the look of it.

Well I will confess to being a Williams fanboy but I reckon they could still do a good job if they had a proper motor and an actual budget.

So on that basis anyone who, say, runs into a technically unroadworthy Nissan Skyline should tell the driver to: A) fk off B) suck a dick Just asking.

Well Renault are so interested they dont even own the team anymore. Should just go back to being engine suppliers and stop embarassing themselves.

Like this?

Logically the Nismo sway bars will be tuned to the Nismo springs whereas the Whiteline bars will be for the whiteline springs. If they have advantages for roadworthiness where you are from then you are on a winner. How much are the Nismo items? Hollow bars & solid bars work in exactly the same way - the hollow bars however are lighter for the same spring rate.

R32 GT-R’s Under carriage number division GT - R NISMO (marketing quantity 500 units) Under carriage number 100000 – 100560 Prior-term type: 1989 August 21st - Under carriage number 000051 – 017466 Mid-term type: 1991 August 20th - Under carriage number 212001 – Latter-term type: 1993 January - Under carriage number 300001 - 314649 Register quantity of classified by year type 1989 system (1989) 4,555 units 1990 system (1990) 8,426 units 1991 system (1991) 7,081 units 1992 system (1992) 7,961 units 1993 system (1993) 6,204 units 1994 system (1994) 7,465 units

Not half. Tired cranky drivers, just add beer and a few grievences.

Yeah the track battle thing for street cars (which my car would otherwise fit into) says something along the lines of UTQG less than 120 being prohibited. Not sure even what tyres run close to 120 - a Yokie AD08 is 180. You wont ruin a set of r compounds in a day as a private entrants (or shouldnt) unless you are running a really soft compound. It doesnt just keep costs down but actually lessens them. I dont know of anyone who is even half serious about doing sprints (sorry time attack) who doesnt run on R comps anyway. Just mark a set and that is what you have for the day.

I would be happy to own a collection of anything ever homologated for Group A and/or B. Preferably the evolution versions. Question of the day: Long tail McLaren F1 or the original version?

God what a horrible thing to do to a wonderful car. Stance & fitment - the new sex spec.

Well I cant speak for over in NSW but in WA they are not "mostly old people" nor are MX-5s particularly prevalent. There are however increasing numbers of open wheelers turning up as they are a cheap way to get really quick lap times. We get good crowds but it depends on where the events are run. Relatively few people run on slicks - if you want to you get bumped into the outright categories. So most cars run on r compounds like RE55's etc. The most popular classes are AWD (ie WRX's, Emos, GTR's) & large capacity sports cars (Supras etc). For what it is worth one of the biggest disincentives for sprint competitors running in "time attack" is the need to buy another set of tyres which offer less grip than their usual rubber. The requirement for hard tyres is arbitrary and redundant and I cant fathom why it is there at all. The set up of a drift car and a circuit car is fundamentally different. Sideways in a circuit car is slow. That is why you dont see it. Neutral (watch a Formula Ford race as an example) on the other hand is quick. A good drifter will have the same talents as a good circuit racer ie the ability to understand what the car is doing and drive it to its limits. A bad drifter or a bad racer will always look ordinary. Practicing driving a car on the limit will always improve your abilities. Good luck with it.

Marrying two different types of motorsport is always a problem. But at the end of the day if the promotor does not make a return the events wont continue. Having drifters & time attack together may well help to get enough entries and spectators to make the thing pay. For what it is worth Sprints events were going along quite nicely before someone decided to call some of them time attack. And before the fitted hat brigade tore up all the sand traps.

It doesnt. The point being once you hit the bump stop with a bit of force the damper for all intents and purposes stops working The spring force relative to the damper force goes up quickly. So you have the situation where 1. Youve hit a big bump. 2. You have a high spring rate. 3. You have an ineffective damper. Not a fun place to be. So you dont want an overly long damper bump stop. Fair point - I wasnt being specific. Bear in mind that at the block height to use an example of a 200mm long 300# spring there is 6730N of force on it. The otherway to look at is check the front weight of the car then halve it. Remove the unsprung weight. Then divide what is left by the spring rate. This will give you the amount of spring travel taken up by the car at rest. It is surprisingly high at times. The different between this height and your total spring travel is your effective spring travel - minus a margin and accounting for motion ratios. Anyway how much did the strut tops cost you?

What is it for a 32? I assumed so as the photos were from a 32R - actually mine in atleast one of them. If it is a 33 or a GTST the rates will be different. If you want cheap springs try Summit racing in the US - about $80USD ea plus shipping. Yes you can use poly bushes. I would use a shorter one than the old bump stop too. But the trick is to get the relationship between when the spring travel runs out and when the damper hits the bump stop. You need the damper to hit the stop only a little before the spring reaches its block height. If the damper stop is too long the car will pogo about all over the place.

No gurus To start sorry for the mixed units. Remember 1" = 25mm. 1kg/mm = 54lb/in. Does the strut change angle significantly during its stroke? No the damper shaft does not change is position enough to worry about it. If you mount the spring against steel and exclude a rubber isolation bush you will get more road noise & vibration. This is not an uncommon way of doing it however. See the photo below for a Bilstein setup using standard mounts but note that the shot is of the rear (The front is in the same order anyway). This is how the King springs setup is done aswell as a number of others. It can be regarded as "stock". The damper shaft bolts to the black upper mount (irrespective of which of the two mountings you use) at the top. If you look you will see from the top down - nyloc nuts, cad plated plate, rubber bush, the black top plate that bolts to the strut tower. Underneath the black plate is another steel bush that locates the damper shaft to the plate - this is hidden by the bump rubber for the shock. The point being that irrespective of the spring mount the location of the damper shaft is the same. It only changes when you get a "spherical" bearing mount. Which I wouldn't recommend anyway. Going on to the spring mount. Your King spring should have a rubber isolation bush between it and the top plate. It is a ring of about 110mm od and is 10mm thick. The last photo you have shown is a setup that Gary has used (aka Sydney Kid). It uses a spring retainer from Eibach (The red plate) and insulates this from the black top plate by using the old damper bump stop. It is not ideal but appears to work. The downside is you lose otherwise available suspension travel (about 20 - 25mm) and have a damper bump stop isolating a spring. There is another bump stop for the damper itself below the red Eibach plate. A third way The best arrangement is like this. http://www.skylinesaustralia.com/forums/topic/368458-racepace-tein-ra-coilovers-r32-gtr/page__p__5875110#entry5875110 What you can see is the spring has a rubber isolation mount. The damper has its own bump stop. The standard black top locating plate has been replaced by an aftermarket item The problem with the arrangement shown is in the spring rates which are probably good for a drag car but not what you would want on the road/track. They are 9kg/mm front & 4kg/mm rear by the way. Note that the black Eibach springs are of a larger diameter that the red ones ie 70mm versus 2.5". Ideally you would replicate this setup (and could) using a Bilstein shock, standard damper shaft location and better spring rates. To do so you need to get top plates to match the spring diameter. I don't know where such a thing can be found. If anyone knows then please post away. Other random thoughts. Spring rates. I would use the following but you will find as many opinions as there are people. Some people like hard springs as it lets them talk it up how hard they are and also reduces the need to run much front end neg camber. Front 5kg/mm (275lb/in) spring. Rear: 4kg/mm (225 lb/in) or 4.5 (250 lb/in) spring depending on the application and setup of your attessa.

Definately sicko. Did someone say M635csi? Check this out. Dont start drooling over the 2002 either. http://www.bcspears.com/bmw_m635csi_gallery.htm

YOu dont need to pay $40 for a spanner. But you are far better off with two of the things.

For what little it may be worth.