hey guys im running 16 x 8 GTR forged wheels with no mods to the wheel well and just a trim of the front of the guard with no rubbing at all

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hey racetech , I haven't looked at your build thread for a while and am very impressed with your machining skills , I too have made many parts on manual machines over the years and I know how much time it sucks up machining radii with the rotary table . so much so I bought CNC machines to make it easier , keep up the good work.

hey matt why do you want to go to a watts link? I watched you at eastern creek recently and the car seems well balanced , although you weren't going around turn 1 flat , do you think you have "side bite" or "power down" issues ?

its all about "bang for your buck" and so far the BC's are doing the job, we have had them on the shock dyno and they are pretty consistent time will tell how long they last.

it hasn't hit the track yet just a few test days keep your eye out for a orange mk1 escort , im not going to say names, as I hope you can appreciate

found some more pics of a setup I made for a IPRA under 2 litre escort. it has mazda rx7 coilovers , mazda spindles and hubs ,r32 GTR calipers , willwood rotor , my hat and caliper mount

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i'm not a fan of spacers with multiple stud patterns if you are using race tyres , especially alloy ones , wait till you get the proper hubs , here is a set I made for a touring car masters torana , pic to come when I edit the size of it

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I would have thought that the engineer would test the bump steer on the actual car in question , there are so many combinations of parts that it would be unreliable to rely on rough measurements of the arms alone ,the ball joint height, spacer height between arm and strut leg , height of the tierod end , all have a effect on the bump steer profile

i'm in the process of a turbo conversion and here are a few things I have found out from asking many tuners and engine people both piston and rotary, all depends on your application and expectation. from a packaging point of view the internal wastgate is the easiest and most compact and therefore much cheaper manifold wise. the down side is internal wastegates are relatively small in diameter and are integral with the rear turbo housing so heat cracking of the seat is common and boost pressure control is a bit spikey with the larger turbo's. the external gate setups are more custom and allow for hybrid turbo units and custom manifolds , external gates are usually larger in diameter to get rid of the boost quicker on the larger turbo's . external setups are more for race and high HP applications, you just need to determine your application , your expectation and of course your budget.

that front spoiler is cool, would you send one to Australia?