Women's Tennis Players take a ride in the new Porsche GT3 RS

Rebuilding your shocks

This article was from a 4x4 Truck website, but the rebuild process is the same nevertheless:

There are a number of reasons for rebuilding a shock absorber. Some include maintenance after a race, pre-running, loss of oil or a notable decrease in dampening. Sometimes the only way to find out what’s really going on with your shock is by taking it apart.

 CAUTION: Many shock absorbers are under high pressure, so use caution when disassembling or seek professional help.
We had a set of Bilstein 7100 Series shock absorbers sitting around that had seen a great deal of abuse, a few thousand miles and tons of off-road action. They were not holding nitrogen and even leaking oil. It was time to rebuild our shocks, so we contacted Bilstein Shock Absorbers in Poway, CA. 

Bilstein 7100 Series Off-Road shocks are one of the hottest shocks on the market for buggies, pre-runners, trucks, Jeeps and some race applications. The 7100 Series features self-adjusting deflecting disc valving, 2" diameter shock body, high-flow piston, custom valving, schrader valve and dividing piston.









THE SHOCK REBUILD

We made a call to Bilstein Shock Absorbers and were instructed to send in our shocks for an evaluation. We later got a call from Ramon in the Tech Dept. He informed us that the shocks would need new rods, seals and heim-joints because the old ones were pretty beat up.

After our discussion with Ramon, we planned a trip to the Bilstein facility near San Diego, CA. We wanted to get a behind the scenes look at their shock facility and how Bilstein 7100 Series Shocks are built. 

Once at Bilstein, we worked with 7100 Series off-road shock tech Eloi. He gave us a run down of what we would be doing to fix up our shocks to make them dirt worthy.
Bilstein off-road shocks, like the 7100 Series, can be rebuilt in your garage with minimal tools. They were designed for racing, so they are serviceable out in the field. All the rebuild parts can be purchased directly from Bilstein Shock Absorbers. They even have a step-by-step 7100 Series shock rebuild guide on their website that makes this job approachable for you DIYs.
To successfully do a shock rebuild on your Bilstein 7100s, you will need some special parts and tools. Here is the list recommended for doing a shock rebuild:

• B4-KT0-Y019A00 – rebuild kit
• 193434 – 7100 series disassembly tool
• 194570 – rod guide installation needle
• 194131 – gallon of oil

Other tools needed for a rebuild:

• Pick set
• 2 flat head screwdrivers
• Vice

Following is an overview of what is involved in putting a Bilstein 7100 Series shock absorber together.

All shocks are fully disassembled, inspected and cleaned before being rebuilt.

A good honing is done on every shock rebuild to make sure the piston traveling up and down the tube gets a good surface to work with. 

A combination of different width and thickness shims make up the valving in the shock’s valve stack. These stacks work in conjunction with the hydraulic piston that controls the up/down movement of the shaft. These are typically not replaced during a rebuild, unless you to change the valving.

 Shock Piston Assembly exploded view

 High quality heim-joints are pressed into all Bilstein off-road racing shocks. For a rebuild, they are only replaced if needed.

 Bilstein uses high-grade steel braided lines between the shock body and the reservoir. These are only replaced if needed during a rebuild.

 The Bilstein 7100 Series is charged up to 250psi using pure Nitrogen, not air or helium—funny guy.

Q&A WITH BILSTEIN’S OFF-ROAD MAN

We were able to do a little Q&A with Shane Casad, a key player in Bilstein’s Off-Road Dept. Shane is a busy man, but you’re certain to catch him at off-road events and on the trails since he is an avid off-roader.

Off-Road.com: So how often should a Bilstein 7100 Series shock be re-built (Application: Race, pre-runner, 4x4 recreational)?

Shane: If shocks are reaching an excess of 250 degrees, like during a race, they need to be rebuilt often … like after every race. If they are running constantly at less than 200 degrees, like a rally type application, they should be rebuilt once a season.

For the average recreational user, you shouldn’t need to rebuild them unless you notice they are leaking.
Recreational users should be sure to check the pressure
every year to see if there are any leaking seals.


A rebuilt shock is then tested on the Roehrig dyno before leaving Bilstein. The shock must be within spec.

Off-Road.com: What are the benefits of having your Bilstein 7100 Series shocks re-built at Bilstein vs. your buddy’s garage?

Shane: Bilstein replaces everything (all seals, all oil) and dyno tests them to make sure that they are operating at spec. Dyno testing also ensures consistent performance between sets of shocks.

Off-Road.com: Do I also need special Bilstein oil for my shocks, or can I use any hydraulic oil?

Shane: Bilstein oil is recommended to maintain the valving performance as it was designed.

Off-Road.com: If Ijust want to get my shocks re-built at Bilstein, how can I get this done?

Shane: Download the “Repair Order Instruction Sheet” from the website to fill out and send in with the shocks.

Off-Road.com: Anything else you would like to add?
Shane: If you are rebuilding yourself, make sure to release the gas pressure prior to taking the shocks apart. Check the condition of the piston rod, because any nicks or other damage will tear seals. Be sure to inspect the heim joints to see if they need replacing. You also will need nitrogen, which can be purchased from welding supply companies. Poly Performance and Rubicon Express also sell convenient fill kits.
There you have it folks. Whatever you do, don’t shoot your eye out. Make sure to release the nitrogen before you crack open a shock. Better yet, why don’t you just leave it to the pros. We did, and they worked out great on our project Ford F350. The choice is yours.

The benefit to sending them into Bilstein is that they have all the parts necessary to do a complete rebuild. They also have a shock dyno that is used for testing them before they come back to you. The rebound/compression is measured on every shock.

For more information on Bilstein Shocks Absorbers or rebuilding your Bilstein shocks, please visit http://www.bilsteinus.com/services.php

 

Bilstein Shock Absorbers
http://www.bilstein.com

Source

Nissan GT-R teams threaten FIA GT1 boycott over weight penalty

The two Nissan teams competing in the new FIA GT1 World Championship have threatened to boycott the next round and to launch a protest unless the weight penalty heaped on the GT-R ahead of the Abu Dhabi series opener is removed, this week's AUTOSPORT magazine reveals.

The Swiss Racing Team run by Othmar Welti insisted that it would not race again with the 30kg penalty that rendered the Nissan GT-R uncompetitive in last weekend's Abu Dhabi event.

The British Sumo Power squad explaining that it was considering a protest against the penalty, which was imposed under the series 'Balance of Performance' rules.
"We will not go to Silverstone under these conditions," said Welti. "We cannot be a grid filler."

Sumo team manager Allen Orchard added: "We have to go to Silverstone because it is our home event. We have tried to argue our car with facts and figures, but we are ready to put our money down and protest.

The Nissan was given the penalty after an open test on the Wednesday before the races, during which former grand prix driver Heinz-Harald Frentzen sampled all six cars on the GT1 grid.

The Maserati MC12 was given 25kg, and the Chevrolet Corvette C6.R and Lamborghini Murcielago R-SV 10kg each. The spec of the Matech-developed Ford GT was left unchanged, while the Aston Martin DBR9 was given a larger-diameter air restrictor in an attempt to increase its performance.

The Nissan teams were among those that argued that the testing was not done in a fair manner.

"I do not believe that all data needed was collected," said Orchard. "Some cars barely ran and some didn't run long enough."

Frentzen completed only two laps in the Matech Ford after complaining that he was uncomfortable in the car, and drove the Corvette early in the day when the Yas Marina track was 'green'. He did only one flying lap on new tyres in the Nissan, when it had been planned that he would undertake a 10- or 15-lap run in each car.

The Nissan teams argued that the decision did not take into account the higher weight to which the GT-R runs and its higher centre of gravity. This has a detrimental effect on tyre wear over the course of a stint.

There were also allegations of gamesmanship levelled at the Ford, Chevrolet and Aston Martin teams. The Matech Ford, which went on to win the main race, is understood not to have broken the 2m10s barrier in testing, yet lapped at 2m07/08s throughout the race.
Committee chairman and FIA technical consultant Peter Wright defended the measures.
"We gave the Maserati 25kg and it was still competitive," he said.

The best of the MC12s finished fourth in the main event, although its best race lap was 1.7s shy of the fastest lap set by the winning Ford.

10 Year Old Drifts a Porsche GT3 RS

10 Year Old drifter



10 Year Old Drifts His 911 GT3 RS. WTF?!


Quite incredible

Building the Mercedes-Benz SLS AMG GT3 Race Car

Ron Fellows test drives the new Corvette Grand Sport

Cadillac V-Day in China

Amazing

SafeRacer.com

Everyone always has a favorite place to get their gear. My personal favorite for safety stuff is SafeRacer.com. They sell everything you might need to get you ready for the track with stuff from the basics like helmets and driving suits to things you will need when advance beyond track days like window nets and fire systems. They also are a distributor of Carbotech brake pads and sell the Hero wide angle video cameras that are so popular these days. If you are looking for data acquisition or track radios, they have those too.

They also take their responsibility seriously with updates to safety notices. They were extremely active in getting the information out to their customer and fans when Impact lost their SFI rating. They are more then just a business but a part of our community.

Really they have everything you will need to get you started and then beyond for any track day making it easier for you to focus on what is important...having a blast at the track.

A drive in the Carrera GT

BMW 1 Series M caught testing

BMW M135i? from MrBTG on Vimeo.


The new BMW M1 or 1M, or who knows what it would be called, has been spotted again during some hot laps at the famous Nurburgring. Sporting almost no camo and a widebody, the BMW M1 also features CSL wheels, a disguised roof panel and a big rear axle.
Our excitement about this trully enthusiastic M car grows within us with every new photos we see. BMW will send off the current design of the 1 Series Coupe with a BMW M version which will run in a very short production cycle, one year based on information we received.
The BMW M1, or whichever name will carry, is powered by an updated/upgraded N55 engine by the M Divison. The 1,500 kg M1 also features a high performance intercooler and the output is said to be measured at 345 horsepower.

At the front-end, the front bumper will be larger and more massive than any M-Package we have seen so far, and the usual fog lights are gone. The massive front bumper will allow air to flow for the High Performance Intercooler.

Brake air ducts will provide cooling for the six piston ceramic brake discs and the M1 showcases two ducts on the bonnet, one for air flow and the other purely for cosmetic reasons.

As seen on all the other M models, the BMW M1 will also sport wider fenders and wheels, plenty of carbon fiber elements and a visual appealing bootlid.

Two air intakes on the front wings gives the typical M-look, with the bar that incorporates the side indicator light, placed now on top instead of striking through.

According to BMW insiders, the reason behind the M1 is not to completely focus on power, but rather build a car more entertaining and thrilling to drive than any other cars that will cost twice as much. M1 will be purely about driver focus and torque.

The BMW M1 / 1M will sport the much-craved LSD (limited slip differentials).

The car will go on sale in mid 2011 and is rumored to cost about 10,000 euros more than the current 135i Coupe.

The GT3R takes third on its first time out

Congrats to the Porsche GT3 R for finishing third in the second round of the German VLN championship at Nurburgring. Considering this is the first race the car has competed in since Porsche introduced their hybrid technology in it, this is a really big deal. This car will only get better and better as more data points are laid down in it. Look for the car at the 24hrs of the Ring in May.

WDCR-SCCA Solo II at FedEx Field: Review

The Washington DC Region SCCA Chapter held their first Solo II event of the season, ran by Autocrossers Inc at FedEx Field.


The event was well organized and there were tons of cars on the grid. All eyes were on the provisional STR class; a class dominated by Mazda Miata/MX-5s.

My S2000 had some issues with oversteer early in the day, but we were able to dial out the problem with tire pressure.

AP2 Chassis:
Bilstein PSS Custom
OEM CR front sway bar
Cusco 4 point roll bar
Corner balanced and alignment

Tire Specs (Early in the day):
225/45R17 Dunlop Direzza Z1 Star Specs w/ 36psi COLD (38psi HOT)
255/40R17 Dunlop Direzza Z1 Star Specs w/ 34psi COLD (36psi HOT)

With the above specs, the car turned out to be too tail happy on slaloms and tight corners in the showcases. My co-driver Ryan spun out 3 times in a single run with the current set up (he wasn't very pleased) but I also feel that we have completely different driving styles that probably contributed to him spinning out. The car was set up for track, not for an autocross course. After a few more runs, I came to the conclusion that the rear had too much pressure, therefore I came up with the solution:

Tire Specs (Fastest):
225/45R17 Dunlops w/ 36psi COLD (38psi HOT)
255/40R17 Dunlops w/ 30psi COLD (32-33psi HOT)

This solved most of the oversteer issues for me at least and I was able to stay on the throttle longer. Ryan still spun out on his last run that could have turned out a faster time (67-68 seconds range if he was on track), but ended up in the 73 second range. My times were consistently getting faster throughout the day (83 seconds, 72 seconds, 70 seconds) when I hit my fastest time of the day at 69.43 seconds. The Miatas in the same class were able to pull off the fastest time in the class (66 seconds range).

Results coming soon...

More pics on Flickr

ASM Carbon Fiber production facility

People wonder why they pay a premium for ASM parts:



Shop Lounge:

The most baller lift I've ever seen. Built in alignment lift as well. Ride height is no issue.

What goes into making an ASM GT Bar.

All ASM GT Reinforcement Bars are made in Japan by Succeed Sports. Succeed Sports is led by Ichikawa-San who is also the chief engineer of the record setting ASM Tsukuba Special Time Attack Car. Before Succeed Sports, Ichikawa-San was a race engineer at Mugen prior to the M-Tec transition and headed such projects as the JGTC Mugen Takata Dome NSX. Each GT Front Tower Bar is hand made by a master craftsman at Succeed Sports from high grade Japanese stainless steel. All the torched colors and marks have been left naturally by the process of hand bending by torch or welding by hand. They’re not simply color treated for show. The entire manufacturing process of each bar takes 4 hours so only 2 can be produced per day. In Japan, many of the ASM GT series bars hold design patents to protect their innovative designs.

Ichikawa-San himself going through the process of making an ASM GT Front Tower Bar.

 Bottom line: You get what you pay for