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    Now I know a lot of people believe these twin clutch gearboxes are as fragile as glass, but this is not completely true. In theory, the gearset and gearbox casings are extremely tough and should be able to handle up to 1000hp with no need for upgrades. However, there are other areas of the gearbox which leave a lot to be desired. I will go into further detail regarding these areas in other topics, but here I will discuss some of the issues associated with the Mechatronics unit, or more specifically - the valve body. As with all automatic gearboxes, the TC-SST uses a fluid control system to move clutches, shift forks and cooling fluid to the clutches. When the valve has problems, it can catastrophically effect the operation of the gearbox and cause multiple other parts failures inside the box. The valve body core itself is of cast aluminium construction, machined to create the bores and surfaces on the unit. The bores contain valves that are operated by electronic solenoids on the TCU half of the Mechatronics unit and these valves are machined hardened steel. Issues arise when material becomes caught between the valve and the bore, which has the ability to either damage the soft aluminium bore - causing leakage - or jamming the valve in the bore which causes a whole host of other issues depending on the particular valve in question. Maintenance is a huge factor in lifespan of valve bodies, as reducing the chance of damage to the valve body from stray materials will obviously statistically reduce the chances of valve body failure. For this reason we recommend changing the fluid and filter every 20-30k km maximum for street cars and 2.5-10k km for hard driven cars or race cars. We had a car come in that we had performed a build for, including a 10 plate custom clutch setup and Kozmic reconditioned shift fork 4 - however we had found no reason to modify or replace the existing valve body as it was performing well and holding pressure prior to the build. The car drove well for a period of time before the owner contacted us and advised us that the car had become almost undrivable and lost even gears. We knew the shift fork was not responsible for this, so we received the car and began testing the valve body for failure. It became apparent that a valve had become stuck, causing the car to lose even gears - but more concerning was that the valve we found stuck was also causing the odd clutches to not properly disengage. The car was driving in 6th at 110kmh on the highway when the failure occurred - thrashing the car did not cause this failure. As you can imagine - having the odd clutches partially engaged while the car is in 6th causes significant heat and will eventually destroy the odd clutches. Here is a photo of the Mechatronics unit complete prior to inspection: Here is a photo of the valve body completely disassembled for inspection, including valve removal: We had removed the entire gearbox in anticipation of finding destroyed clutches, and boy did we ever. The even clutches remained in perfect condition, however, the same cannot be said about the odd clutches.... I'll let the photos speak for themselves: We have seen many, many different failures from Mechatronics units and I will endeavor to keep this thread updated with the different failures we have found over the years. If you have any requirements for your Evo X, whether it be a manual or SST, feel free to contact us anytime to see what we can do for you! Regards, Sam BOOSTIN' JUICE PERFORMANCE sales@boostinjuiceperformance.com 0435 035 407 Unit 2/2 Verrell Street, Wetherill Park NSW 2164
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    Hi guys and girls! Some of you already know us and what we do. Here's a little intro and history for those who don't know. I've personally been a part of this forum for a while and ventured into starting my own business on the Evo platform back in 2014 and we were lucky enough to secure an awesome shop at the end of 2015. The business has since spread out a little into other Mitsubishi's and older evo's too, but our primary platform remains the CZ/CY/CX. We do all major work including tuning on Ralliart Colt, Pajero and Triton models too. We have very close business relationships with a number of shops in the USA, including ETS, MAP and Kozmic, being our sister shop. We are Australia's only licensed installer and distributor for all Kozmic products and had the privilege of being invited to the USA by David and Eric for a one on one technical conference for all things twin clutch. Needless to say we have picked up a whole host of tricks and secrets on our 12 day stay with Kozmic. Here are a few photos of what's been happening recently at Boostin' Juice Performance and we will be keeping you updated on what's in store for the future! The SLO20T race car getting some love: And the new and improved SST and engine building room getting all cleaned up: Contact details: Boostin' Juice Performance Unit 2, 2 Verrell Street Wetherill Park NSW 2164 Ph: 0435 035 407 Ph: 0478 800 443 E: sales@boostinjuiceperformance.com E: sam@boostinjuiceperformance.com W: currently under construction F: www.facebook.com/boostinjuicetuningsydney Operating hours: Mon-Fri 9am - 8pm Sat 10am - 4pm Sun By appointment only
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    This is based on our experience, not on hearsay. We're not claiming this information is exhaustive, but we're fairly sure we've got the information right on this. If anyone can point out any other variations we're not aware of or not covered here, please feel free to let us know so we can add it in (as long as it can be backed up with evidence). We hope this information is useful to the community. Early AYC (Evo 4-7) have a finer tooth count on the crown wheel and pinion (with a very slightly different ratio); and the gear cutting process is face milling (arguably not as strong as hobbing). The gears from the later SAYC are interchangeable. The main weakness in the early AYC is the housing - it uses a smaller ID carrier bearing on the clutch side, the housing is thin in this area and prone to breaking. These diffs came with an open 2-spider diff centre which is also quite weak. Late SAYC (Evo 8,8MR,9) gears have a coarser tooth count and are manufactured using the gear hobbing technique. The Aluminium housing is thicker in key areas, particularly around the carrier lug. This corresponds with a larger carrier bearing on the clutch side. The diff centres are helical LSD units and are fairly strong, as well as providing better traction characteristics than the open centre in the earlier AYC. I have determined no difference between the 8, 8mr and 9 SAYC diffs internally, although sometimes it's difficult to know what model the diff is out of in the first place. Cheers, Sam
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    The OEM gears in the Evo transfer cases are fine for stock applications, but are prone to pitting, galling and shearing in high torque applications and particularly in sustained motorsport use. This shows up as the characteristic “death whine”. Finally, we have a real solution to this problem. Together with Brena Corse, we can now offer transfer case crown wheel and pinion options that are of unbelievable quality and durability. These are made in Italy on the best machines possible, by a maker who has supplied to Group A factory rally teams, and OEM supplier to Ferrari and Bugatti. Due to the setup procedures required for the unique Brena gear profile, we are unable to offer the transfer case crown wheel and pinion sets as a stand alone item for sale. They must be installed by us at Neat Gearboxes (Adelaide, South Australia) to ensure correct fitment – you can contact us here. What you get: transfer case stripped and inspected chemical clean components bead blast housings new Brena Corse crown wheel and pinion (choices below) new pinion bearings new pinion lock nut new carrier bearings new seals and O rings Dimple magnetic drain plug ACD clutches inspected and pistons pressure tested assembled to custom specifications to ensure reliable running in extreme applications 700ml NEO RHD 75w90 gear oil (recommended fill for F1, extreme motorsport use) Suitable for: Evo 4-6; Evo 7-9; and Evo X Price (in Australian dollars, includes GST – international customers will save 10%): ISF option $3,590 Isotropic Super-Finishing (ISF) improves surface finish and reduces oil temperatures. An excellent option for a tough street car, or sprint/time-attack where the runs are not especially long (where oil temperatures are not likely to spike). 800Nm capacity. Carbon Lafer option $3,990 Carbon Lafer leaves a diamond-like carbon deposit on the surface of the gears, leading to incredibly durable gears even in low oil situations and in extreme temperature situations. Cutting edge technology. Recommended for sustained circuit and rally competition use, or where temperatures are very high. 800Nm capacity. Drag race option $4,090 The drag race spec gears are made of a special steel used extensively in F1. The key advantage is that the teeth will not break with loads up to, and beyond 1000Nm.
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    We've been very quiet on the forum, mainly because we've been so busy in the workshop! Anyway, some interesting developments are brewing, including new Evo X dog sets, and most exciting for us - new Klingelnberg-cut transfer case crown wheel and pinions. You'll hear about these in the next few weeks, available for Evo 4-6; 7-9 and X. Anyway, a few things we've come across recently. Evo X with peened and polished gears, PAR final drive, and our centre diff upgrade. Evo II with an Albins 5-speed dog box getting ISF micro polished. VR4 viscous couplings getting checked for breakaway torque. Notice the variations of values - all should read the same!
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    Welcome to Sam. I will be reordering the Platinum forums in tomorrow AM, but please feel free to start new topics in your forum right now. All the best on behalf of the all the Admins and Moderators.
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    I do my best to provide correct information based on my findings only but cant guarantee its validity at this time as I havnt personally tested an Evo X rear differential; neither RS or AYC. With that said................ To add to this discussion, I have read that Evo X GSR AYC rear differential is also interchangeable with the notion that the pinon to prop shaft flange is swapped to a 4-9 bolt pattern(which are inter-compatible). You could otherwise drill them out to suit the prop-shaft. Evo IX differential into an Evo X http://www.evolutionm.net/forums/evo-x-engine-turbo-drivetrain/715859-help-evo-x-rear-diff-swap-evo-ix.html Considering the RS differentials are cross compatible, it'd suggest Evo 4-9 and X AYC rears differentials are interchangeable with the appropriate mounts. As for the Evo X AYC rear differential, castings appear identical visually but whether there are differences within in those units is beyond me but perhaps someone else can chime in on this and the compatability. There are no mention(online) for ring and pinion swap required which implies theyre the same ratio*(edited in) within the evolution AWD family - dont quote me on this. A link to some photos an Evo X GSR AYC rear differential and its associated internals for interest. http://www.jackstransmissions.com/collections/rear-differentials/products/evo-x-rear-diff-rebuild derku
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    Just finished installing the undertray on my car. Looks great and clears the exhaust nicely. Easy install. Very happy considering i only enquired about it a week ago. Ivan forgot about a few clips but fixed that issue properly quick. And he packed a nice bonus item in with the tray. Really appreciate the great customer service Ivan. I'll be in touch in the near future in regard to those rotors.
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    Boostin Juice Performance is holding a HUGE OPEN DAY at our shop premises in Wetherill Park. We have spoken with our close suppliers and businesses and have managed to secure some UNREAL DEALS for those there on the day. Team Wild Speed will be there with a MASSIVE pop up shop and a HUGE array of parts available for all makes and models. Everything from HKS oil to MISHIMOTO radiators will be there and lots of specials will be announced for those in attendance. GTpumps performance turbochargers will be setup on the day with their class leading turbochargers for Mitsubishi's and Subarus. Make sure you get the opportunity to speak to the brains behind the operation. There's a reason why all the top performing cars run Mark's turbos! Intima Performance Brake Pads have announced that they will be there with their full range of stock for everything from brake pads for your daily driver Yaris through to super high temp track pads for your GTR. Intima have been a big supporter of our business for a long time and their products speak for themselves. We all use them on our cars and recommend them for all applications! Track Day Club are going to be here with a stand to show off the trackdays they have on offer. There will also be special pricing on the day, as well as invaluable tips and tricks for getting the most out of your car at the track. With almost half a century of track experience between them, the Track Day Club are certainly the ones to talk to about going FAST! Safely, of course! OZGRIP TYRES will be there, showing off their huge range of street and high performance tyres, as well as track wheel alignments and tyre specials on offer. Quality tyres at amazing prices - what's not to love? There will also be a TONNE of cars on display, including 4 of BOOSTIN JUICE PERFORMANCE biggest builds, along with the famous Bosozoku Skyline and Honda NSX from Team Wild Speed, a very quick EP3 track car and S15 Silvia from Intima Brake Pads, a 9 second nitrous weapon Ford Capri and a big power R32 GT-R from Incar Racing, a few awesome dedicated race cars from Track Day Club and lots more! All visitors are welcome to see what we do and talk to our expert team about any automotive queries they may have. There will also be prizes and giveaways on the day for different catagories including best presented, most outrageous and more!
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    Introducing the Bridgestone Potenza RE-71R – the ultimate in street legal track performance. Engineered to provide outstanding street and track performance, the Potenza RE-71R has built a strong reputation in both Japan and America, and thanks to popular demand, the Potenza RE-71R is coming to Australia. The Potenza RE-71R utilises UltimateEYE™ technology to maximise grip and response across street, track and wet driving conditions. Bridgestone’s newly-developed high-grip compound adapts to the road surface, maximising the Potenza RE-71R’s contact patch with the road and in turn providing an increased level of grip at high speeds and temperatures. Stiffer sidewalls, a wide centre rib and extreme shoulder block all work to promote better steering and cornering response, giving you the confidence to push harder through the corners whilst maintaining safe handling on the street. A rounded shoulder profile further improves the length of the tyre’s contact patch with the road surface, improving traction and minimising sliding during hard cornering. Wet weather performance isn’t sacrificed with the Potenza RE-71R, allowing you to maintain confidence even when conditions start to get slippery. Bridgestone’s unique directional “7-shaped” lateral grooves and use of wide circumferential grooves work to effectively drain water and maximise traction and steering response on wet surfaces. Impressions of the Potenza RE-71R have been extremely positive the world over. Tests have seen the Potenza RE-71R receive praise in America and Japan from both car enthusiasts and racing drivers alike, noting its outstanding grip and confidence-inspiring stability. A test day conducted by Bridgestone America allowed journalists to come and test out the Potenza RE-71R for themselves in a controlled environment. The tyres were fitted to stock Scion FRS’ and journalists took the cars out to play on a cone course. The Potenza RE-71R was praised for its immense levels of grip, allowing the driver to brake later and hold tight through corners. Autos.ca states “This kind of adhesion will inspire pure joy in track day enthusiasts”. CNET notes how the Potenza RE-71R neutralised the FRS’ natural oversteer characteristics, allowing the car to corner like it was on rails. Successful Super GT racing driver, Tetsuya Yamano, expresses his thoughts on the Potenza RE-71R in the video below. To benchmark the improvements of the RE-71A on the track, a Nissan Skyline GT-R 34 and a Toyota GT 86 hit the Tsukuba 2000 circuit. When tested against the previous RE-11A , the Potenza RE-71R for both cars returned a 1.4% faster lap time. On the 2nd hairpin and final corner, the test cars recorded a staggering 12% more G-force, and 3% greater minimum speed. Bottom line - if you’re looking for a tyre that you can drive to the track, put out some fast lap times and drive back home with, look no further than the Bridgestone Potenza RE-71R. If you’re interested in purchasing a set, contact your local Bridgestone store. To find your nearest Bridgestone store visit: https://www.bridgestonetyres.com.au/find-stores Note: Due to the specialised nature of this tyre, the Bridgestone Potenza RE-71 is going to be initially available by order only. Customer orders are expected to take up to 4 months to fulfil. Follow us on social media: Bridgestone Australia Facebook Bridgestone Australia Website Bridgestone Australia YouTube Sizing Availability Inch Size LI/SS Inch Size LI/SS Inch Size LI/SS Inch Size LI/SS 14" 185/60R14 82H 17" 205/45R17 88W XL 18" 225/50R18 95W 19" 235/40R19 92W 165/55R14 72V 215/45R17 91W XL 215/45R18 93W XL 245/40R19 98W XL 15" 185/55R15 82V 225/45R17 94W XL 225/45R18 95W XL 265/40R19 98W 195/55R15 85V 235/45R17 94W 235/45R18 94W 225/35R19 88W XL 165/50R15 73V 245/45R17 95W 245/45R18 100W XL 235/35R19 91W XL 195/50R15 82V 215/40R17 83W 265/45R18 104W XL 245/35R19 93W XL 205/50R15 86V 235/40R17 90W 215/40R18 89W XL 255/35R19 96W XL 16" 195/55R16 87V 245/40R17 91W 225/40R18 92W XL 265/35R19 98W XL 205/55R16 91V 255/40R17 98W XL 235/40R18 95W XL 275/35R19 96W 195/50R16 84V 245/40R18 97W XL 285/35R19 99W 205/50R16 87V 255/40R18 99W XL 305/30R19 102W XL 225/50R16 92V 255/35R18 94W XL 20" 255/40R20 97W 205/45R16 87W XL 265/35R18 97W XL 245/35R20 95W XL 215/45R16 86W 275/35R18 95W 285/35R20 100W 225/45R16 89W 285/30R18 93W 295/30R20 101W XL 295/30R18 94W Source http://www.autos.ca/auto-product-reviews/tire-review-bridgestone-potenza-re-71r/ https://www.cnet.com/roadshow/news/tire-tech-the-bridgestone-potenza-re-71r-ultra-high-performance-tire/
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    Oh yes, please do, only keen on new or very near new - no Jimmy spares type ones
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    Buy 3 tyres and get the 4th FREE* Available on Bridgestone Ecopia, Potenza or Turanza Serenity Plus tyres. Bridgestone Potenza Engineered for performance. With incredible responsiveness and high speed stability, Potenza tyre gives you the ultimate driving experience. Bridgestone Ecopia A fuel saving tyre solution. The Bridgestone Ecopia range can save you fuel without compromising on safety or comfort. Bridgestone Turanza Serenity Plus Superior safety, comfort. Developed with luxury touring in mind, focussed on improving ride comfort without sacrificing handling. *Get the 4th tyre free offer is valid on purchases of four Bridgestone Ecopia passenger/SUV tyres, Bridgestone Potenza or Bridgestone Turanza Serenity Plus tyres in one transaction between 26/02/2017 and 29/04/2017 and is redeemable in store. Offer excludes government, fleet and wholesale purchases and all other tyres manufactured or distributed by Bridgestone. Not available with any other offer and while stocks last. Full terms and conditions available here. Conditions apply. +Available on Bridgestone Turanza Serenity Plus tyres only at participating Bridgestone Select stores. Full terms and conditions available here. LINKS: Bridgestone Australia - https://www.bridgestonetyres.com.au/ Bridgestone Australia Facebook - https://www.facebook.com/BridgestoneAU/
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    Cars are becoming more digital with internal sensors monitoring the engine and external sensors scanning the roadway for safety hazards. And that’s just the beginning. Four cylinder supercars Big engine cars will always be around. But four cylinder, turbo-charged engines are the future. They’ll deliver exceptional performance, which we can see evolving in cars like Volkswagen Golf R, AMG A45 or rally heritage Subaru WRX STI. Most automotive magazines expect by 2020 there will be a number of four cylinder engine performance cars capable of 320 kmph. Better hybrids With advancements in lithium batteries and engine management systems, hybrid cars will grow in popularity. This technology is an incredibly efficient way to power cars as seen in BMWi3, Toyota Prius and luxury Tesla Model S. We’ll soon see performance vehicles with near zero emissions and unbelievable fuel economy. More carbon It’s forecast in the next four years the automotive industry will be the number one consumer of carbon fibre. Its strength, stiffness and lightweight properties improve safety, fuel economy and performance. Many car parts, where reduced weight benefits performance, will be constructed with carbon fibre. Augmented reality dashboards Car companies are predicting by 2020, Heads Up Display (HUP) will feature active glass capable of displaying vibrant, realistic images. Navigation systems are being developed to highlight the next turn, seen from the driver’s perspective as the turn is being approached. Autonomous vehicles We’ll soon have cars capable of being fully autonomous in certain circumstances, most likely on freeways with minimal variable conditions. The early stages of this technology are present today in BMW 7 series, Tesla S P90D, Volvo XC 90 and Audi A7. There’s no doubt our motor vehicles will be performing and making more decisions than us in the near future. Car-to-car communication Cars will be able to alert one another of accidents, roadblocks and bad weather conditions. They’ll communicate with each other, providing important information and helping other vehicles to stay safe and steer clear of danger. This technology is being launched at the end of this year in the 90s series Volvos including the Volvo V90 Cross Country. New tyres for the future Advances in tyre technology and innovation will see new tyre compositions and tread designs evolving. They’ll produce incredible road handling stability and powerful traction for performance vehicles. We can expect to see digitally optimised tyres on supercars in five years. Through a chip inside the rubber, tyres will be able to communicate with the car, to increase dynamics and road handling. More visionary advances in research include tyres that transform themselves to respond to driving conditions, and self-renewing tyres that replace their grooves as the old ones wear down. Airless tyres and self air pressurising tyres will see us never having to worry about getting a puncture or adjusting tyre pressure. Overall, our tyres will become safer, greener and perform better for us. Bridgestone is at the forefront of performance tyre innovation. Each year they invest more than $800 million in the research and development of tyres. Whether it’s high performance technology, durability or all round comfort, there’s a Bridgestone tyre that will deliver the control and responsiveness to keep you safe. What new technology would you like to see in cars of the near future? Let us know in the comments below. LINKS: Bridgestone Australia - www.bridgestonetyres.com.au/ Bridgestone Australia Facebook - www.facebook.com/BridgestoneAU
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    Thought I'd start a thread with some photos of weird shit and just general funny "modifications" we've found on cars over time. Here's an "upgraded" fuel pump assembly we found in a customers car. Said it was making a rattling sound sometimes when cornering... Fixed unit on the right. Yes the original was snap tied in a million different ways.
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    Now I wouldn't call this a modification, but a customer of ours brought his car in with what we suspected was a head gasket issue - oil was milky and it was pushing coolant on boost. What we actually found was even worse. Check out the picture. Not only was a nut and washer left off a cylinder 1 head stud, all studs around cylinder 4 were not even finger tight in the block. The head is toast and the block needs to be checked for warping too. Customer was not happy to say the least...
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    Brake shudder… You may have experienced it while driving, but what is it exactly? Brake shudder is the vibration that you feel through the steering wheel when you hit the brakes. Brake shudder arises as a result of issues with the brake discs. Namely, when the brake discs have been affected by Disc Thickness Variation (DTV). This refers to the uneven wear of brake discs and is the result of rotor run out. If your brake discs are unevenly worn the brake pads come in contact with the flat spots present in the rotor’s surface which causes the vibration that we call brake shudder. This kind of uneven wear to the discs can be the result of a number of things. For instance, the brake calipers not operating correctly, the rotors not having been installed properly or the proper bedding-in process not having been applied if new brake pads have been installed. How do we remedy brake shudder if it becomes apparent? First thing’s first, the source of the issue needs to be isolated. Generally, when shudder is felt through the steering wheel this indicates that it’s the front rotors that need to be looked at. If a shuddering pulsation is felt through the brake pedal, this usually points towards an issue with the rear brake rotors. If a brake disc develops DTV, the disc needs to either be machined to iron out the flat spots or replaced completely depending on the condition of the disc. Brake calipers that aren’t working the way that they’re supposed to can also contribute to brake shudder. If a caliper is holding the pad against the disc when the brakes aren’t applied this can lead to the disc wearing unevenly. If this is the case, seized slide pins in the caliper are usually the culprit. Simply take them out and regrease them with Bendix Ceramic High Performance Synthetic Lubricant. Otherwise, if the issue goes further than the slide pins, the calipers may need to be rebuilt or replaced. Another common source of brake shudder issues is an uneven mounting surface on the face of the hub. Uneven rust and scale deposits can build up onto the hub face over time, which in turn creates an uneven surface for the disc to be mounted on. If this is evident, clean the area with some sandpaper and WD40 until the rust and scale is gone. This should be common practice when replacing or refitting brake discs to help prevent any instances of brake shudder in the future. When installing a new set of brake pads, it’s important to bed them in properly. Subjecting your new brakes to abuse without having followed any kind of bedding-in process can lead to extreme thermal shock which can be a major cause of uneven wear. However, if the Bendix brake pads you’ve selected have our unique Blue Titanium Stripe, the bedding-in process is not required. Also, a small detail but one worth paying attention to is your wheel nuts. Torqueing down your wheel nuts evenly and to manufacturer specification using a quality torque wrench can help prevent rotor run out. When it comes to your brakes it’s important to keep them in top notch condition. After all, they’re the only thing slowing you down. For more information, visit www.bendix.com.au
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    There’s a chance to win a 32” Kogan LED DVD Player Combo! All you have to do is answer a few questions as part of this month’s Bendix Poll below. By completing the poll you’ll not only have a chance to win, you’ll also help us continue to understand and assist our valued customers! Click HERE to complete the survey.
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    Two football stadiums’ worth, or more than 100,000 tonnes – whichever way you’d like to put it, that’s how many tyres Bridgestone has managed to divert from landfill over the past 20 years with the help of Australia’s biggest and most passionate tyre recycler – Tyrecycle. It’s a longstanding partnership that’s generating significant environmental benefits for Australia, as we work to create a cleaner, safer and healthier environment. At Bridgestone, we take the responsible disposal of end-of-life tyres very seriously and are 100% committed to helping increase the rate of tyre recycling here in Australia. And when so many useful things can be created using recycled tyres, why wouldn’t you? Recycled tyres are often used to replace, enhance or extend the quality of materials across many markets including: Running tracks and sporting grounds – Incorporating recycled rubber into running tracks assists with impact absorption, increases performance and reduces injury risks. It can also be placed under synthetic grass on sporting grounds, making it a softer place to fall. Brake pads – Thanks to some relatively new technology now available in Australia, recycled rubber crumb can be repurposed to produce asbestos-free brake pads. These aren’t as noisy and have improved wearability. Building insulation – For building purposes, recycled granulated rubber can be rolled into noise-reducing insulation. It’s commonly used in units and apartments, both under flooring and in the walls. Matting and non-slip surfaces – A range of hard-wearing, long lasting matting products can be made from recycled rubber, including non-slip door mats and commercial workshop and kitchen mats. Recycled rubber granules can also be used to create marine non-slip surfaces, such as walkways on boats. Playgrounds – Recycled tyres can be found in children’s playgrounds in the form of soft-fall surfaces, which lower the force of impact and reduce injuries. Civil engineering – Recycled tyres are often used in civil engineering jobs, such as road and drain construction. Producing road surfaces using recycled rubber improves performance, reduces noise and increases the life span of our roads. Fuel for energy recovery – Recycled rubber can be used to power the production of cement, steel and even paper! That’s right – the running track you train on, the soft-fall surfaces at your local playground, the brake pads that keep your family safe on the road, the building insulation that helps you stay warm at night, and even the squeaky new tyres on your wheelie bin, could all be made using recycled tyres. Who knows, they might even contain some rubber from those tyres we removed from your car just a few months ago. In line with our Tomorrow Matters initiative, our company’s environmental efforts don’t stop at tyre recycling. We’re constantly looking at ways to minimise the impact that our products and manufacturing processes have on our world. The agreement with Tyrecycle is helping ensure a healthy environment for current and future generations – and that makes it one of the most important relationships we have. Follow us on Facebook.
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    Find me someone that hasn't been blown away by his service Damn shame Ivan won't be making these again, have seen the quality and fitment in person - phenomenal
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    2.3 + (larger but I believe similar flowing) Hta73 + 260's here. Responsive but way too small for a stroker IMO. All over at 5,800rpm. Makes 240 at 23psi on pump on a low reader so might just crack 300 winding it up on e85 on a friendly dyno. A 762 might be more suitable but it may still be all over just after 6000rpm? Edit: I should add that that's with a stock (relocated) evo 6.5 air box, dump and IC (with Ralliart pipes). Might do a little better otherwise but not drastically.
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    great product got one on my 9 and its great cos the plates don't damage the shock bolts unlike some other braces!
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    Hello, A forum member has sent us his 'RS' diff sent from the US. He's requested a bit of a thread of what we do, so thought I'd take the opportunity to post up here. As is fairly common knowledge, the US rear diffs are setup "soft" from the factory. We reset them to be the more aggressive factory-intended RS setting. This thread serves as a "here's what's involved" and could be used as a how to (at your own risk, and as a supplement to the factory manual). First things first we check a few things out with the diff itself. A bit of wear was evident from the swarf on the magnet. Not overly concerning, as it is a clutch plate LSD unit that does wear down by design. Backlash felt alright by hand so we went straight to checking preload and mesh pattern. Preload was on the low side (0.1-0.2nm) so I expected a bit of bearing wear. Mesh pattern was indicating that the crown wheel and pinion had reasonably full contact so I was happy to proceed. A bit of wear was evident on the small pinion bearing which may explain the low-ish preload reading. Once the unit was disassembled, the components were thrown through the spray wash for an initial clean. We then crack tested the crown wheel and pinion to make sure it will run reliably into the future, and to make sure it's suitable to process further. After this process the crown wheel and pinion are demagnetised and then ready for further processing (in this case, shot peening and isotropic super-finishing). It was now time to move on to the LSD unit. Undoing the screws can be tricky without the right tool - they are sometimes extremely tight and easy to strip. We use an impact screwdriver to easily undo the 4 small m5 counter-sunk screws. From here the unit disassembles into its components easily. Take note of the positions of all the items, specifically which hemisphere goes on which side of the carrier so as not to change the ramp settings. We use texta marks and scribe marks for this. Each hemisphere has a clutch pack comprising of 2 clutches and 3 plates. The US models order these incorrectly to give a soft breakaway torque action, so as to not induce "unsafe" oversteering characteristics. From the US they are ordered PPCCP, whereas they should be PCPCP. The correct ordering gives almost twice the breakaway torque. Incorrrect: Correct: While we have everything apart we check for scoring etc. on the plates and clutches. This one is in good condition. Sometimes the tags on the plates bite into the housing and cause all sorts of issues. This needs to be corrected by filing the housing back to a smooth surface, and then replacing the clutch packs. The next check is that we have an even stack height on both hemispheres, to give an even breakaway value from left to right. This is often overlooked but makes sure it operates correctly and wears evenly. In this case the variation between the two stacks was 0.01mm - about as good as you could possibly expect! The plates and clutches showed zero wear so this was driven by a very conservative driver or for a short time. Now it's just a matter of reassembling with a good oil, paying attention to your marks.
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    And yes, the PPG option would solve your problem, as straight cut gears don't force the shafts apart. They are H pattern and we build them if you wanted to go there. I can price you up if you want.
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    Hi Guys, New C/F boot Lips have arrive, we have them to fit wingless boots too. Hurry as we have limited sets.. PRICE: $330