Teutonic

Hahahhahaha, Yep, its quite a bit of wing. Adding it alone knocked over a second a lap off. Is a low drag design so doesn't seem to hurt top speed. And it's a 10 minute job to take out the standard 3.8rs wing element and swap this in. Bit over the top for street duties, but does the business at the track.

Cheers Clutch. Really wish I had the wallet to hang on to all my cars. Would be a pretty fun garage. So have had the first drive on the new improved suspension. Am running the car slightly higher (maybe 10mm) with a view to being a better Tarmac rally performer as opposed to circuit. The shocks feel great. Everything feels very compliant and balanced. Most notably the anti squat change was immediately noticeable even on the street. Very noticeable reduction in squat under throttle and dive under brakes. Not sure if it will be faster but certainly feels it will be more user friendly to control. Off to the track this afternoon for a twilight round of the speed event series so will know soon enough. Big wing is on. Tank is topped off with fresh E85. Ready to hit the track.

Similar story here. Went custom offset SSR. I used Import Monster. Really happy with the wheels and the service. Bolt on. No spacers.

^^^ I get that though. No different to buying one new, which it is just about as good as. Shame it doesn't have the red stitching otherwise I would be all over it

Well, happy new year all. Mine got off to a sub optimal start. Managed to roll my ankle and fracture a bone while doing it. 6 weeks without a right foot to drive a manual. (Seemed to manage an auto OK with the left foot) so perfect opportunity for more mods in the pursuit of more pace to offset diminishing talent. First order of works was to get rid of the V belt drive and add the Clewitt kit. Really nice bit of kit. Straight bolt on solution. That should spell the end of any thrown belts. Next order of works was to find some more speed. The car was decent over the bumps in Adelaide but there is always room for improvement. So pulled the legs out and sent them back to Murray Coote the master for some work as I bought them second hand and hadnt had them looked at. Completed a set down of the car and sent over some corner weights and ride height strut lengths and had a chat about what I was chasing. He ran them up on the shock dyno and ended up smoothing out the bump valving. They were valved quite progressively starting off soft and ramping up towards full bump. They are more linear now. Have stayed with same spring rates. Hopefully it wont go slower. Also managed to fit the ER strut tops I had sitting around. Also found the factory handbrake to be rubbish. There was the odd hairpin in Adelaide, that if I had a decent one, I might have given it a stab. So out with the old and in with a hydraulic unit. Should do the trick. And last but not least was to try to improve the overall handling. The front end is pretty sorted with the raised spindles correcting for the lowered ride height. At the rear though nothing had been done to sort this. The hollywood mod is 930/RS style relocated mounts and 930 turbo trailing arms. But the 930 arms are as rare as unicorn pooh and dear as poison. So the alternative was to stick with the ali arms (with monoball bearings) and do an adjustable pivot box to raise the pivot height and correct roll centres and improve squat and dive. So handed over to the fabricators and out came the grinder. They have done a top fabrication job. The moon boot came off today and the car should be back on the road later this week. First track day booked later in Feb. Hopefully its a better thing. And Clutch, re the RX7, we found time to get a quick shot we titled "Blaises Old Shit". Was a bit tough having my arse handed to me by one of my own creations.

With the G50 conversion you would want to know if the torque tube has been cut. Is important to the cars structural integrity that it remain intact. People seem to think its OK to cut if the car is caged, but still something to avoid. If done right, it doesn't need to be cut, and IMHO for a hotrod style car that is already modified, its not a bad modification to have. With a modified car you want to know it has been executed well and not done poorly. I was going to say not done in a back yard but that would disrespect the efforts of MFX and others of his skills.

Thanks, but in need of a full case and moving parts. Am investigating a dog engagement box so standard gears won't be of any use but will need most of the other internals. Have a great spreadsheet that does in gear calcs based around gear ratios, final drive tyre diameter ect. So will be putting some work into that side prior to selecting the gears.

Search didn't bring up anything but will send a message. Thanks for the tip.

Thanks. Yup. Have already done a search and turned up The Thierry one. Was looking for something to rebuild as opposed to one rebuilt, as it will be getting a comprehensive rebuild. Thierry had just been rebuilt and was priced accordingly.

Hey all, chasing a 915 transaxle suitable for a rebuild. Looking to build something specific to racing applications on the side rather than pull the perfectly good one I have apart. Let me know what you have. Cheers Blaise. Oh411 337644

You can follow the CAMS manual and DIY. It's pretty straight forward. Covers tube diameters, wall thickness, what members are required where and other design details. Although there is a lot to be said for having a pro who has gun welding skills put it together given it's a safety item. If designed to CAMS specs you can take pics of all the relevant aspects they need to see, essentially self certify to say it is built as per their specs, send in the paperwork with pics and they will certify it. It's helpful because the rules are subject to revision, and if the rules change between when you build it and then go to certify it, you will need to meet the new rules. Once it's certified, you don't have to retrospectively upgrade the cage as rules change. http://docs.cams.com.au/Manual/GeneralRequirements/GQ11-Schedule-J-2017-1.pdf At least if you build to their regs, you will have a sound cage, and if your Motorsport appetite increases you can always add to it and go racing if the half cage isn't adequate for the Motorsport you are interested in.

^^^^^ This guy

Will be interesting to see it pan out, but the constant legislative squeeze put on automotive companies to improve emissions and their own desires to keep improving performance makes it tough. Re the other manufacturers, from the little I know the emissions game is a tough one. You can have some cars that don't quite get the numbers and offset this against other cars in your lineup that far outstrip them to achieve an average that meets the requirements. VAG group has a fair amount of scope here. Although this wont excuse you from meeting the strict requirements of the US for individual models, a market you can't really afford to ignore. Although apparently deals can be struck. Emerging markets in China etc are making the US slightly less important. For the speculators it surely makes the 991.2 a good thing.

Thanks Mike, yeah sadly it threw the belt on the first stage. (Anstey Hill). We got it back on but it threw again on the next one and at cork screw. By that stage I didn't want to risk the engine and headed to town to sort it so we didn't get our second pass on those stages which was a shame as they were crackers. Would have been a good spot to see the field come through.

So the event was run and won. Hoped to not need them but found I did need the services of Buik Motorworks. Cannot rate these guys highly enough. The first was a minor one. No brake lights at scrutineering. Seemed the brake pressure sender decided to give up. Thankfully Craig had one on the shelf. Quick swap and we were all good. Day one had tough conditions. There had been a bit of rain so the roads were patchy with water and slippery in places. Seems some in the tour found out the hard way with all 3 stages having crashed cars on them. The competitive field didn't get going until about 11am until they cleaned up the mess. One Ferrari apparently ended up on its lid and took a while to clear. Kind of amusing for a non competitive "tour". We tried to ease our way into it as it had been 6 years since our last proper hitout. By the end of the day we found ourselves 3rd in Modern.Day 2 got off to a decent start with some good times set at the event at Mallala, however things were about to go south. On the first tarmac stage after Mallala, the car threw a fan belt and stopped in stage. (complication of having no charge and a particular lithium battery.) We got it going again and got out of the stage. However where we were battling for seconds, we had lost well over a minute. So that was the end of our rally. We got the belt on and shimmed up the pulley but it seemed to have been stretched beyond service and continued to throw it in the next couple of stages, so we cut our losses and headed back into Buik where the guys had a new belt on the shelf and gave me a hand to get it fitted and get the tension set. This got us through to the end of the event, (still slipped a bit) but to avoid a repeat, the Clewitt Engineering serpentine pulley set with tensioner has been ordered.I think the repeated wide open throttle to complete stop and back on and off the gas of Tarmac rally is hard on them. On the up side, we stayed on the road, didn't hurt the car and really enjoyed the amazing roads around Adelaide. There just aren't any bad roads in those hills...although the suburban roads are woeful, but all is forgiven. The event was really well run and i think all bodes well for the future. Some pics and incar below.