ROB

hi tony mat, ok tony so to be clear if i get the rear to negative 1.30 then that sould be ok? the toe adjustment was fine but i know the adjustment lip for the rear suspension arm is well past its best before date . for the front i ill will put it on the ramp, loosen the bolt and see if it is siezed, i doubt it though as i went thru all the adjusters 2 yeas and and cleaned them up and used anti sieze......but you never know... ill hope to try it this weekend but might have to be next week.

its at - 2.03 degrees at the moment and TBH it hardly moved when turning the adjuster so i reckon a new lower arm is required.

hi Tony, The car is -30mm on eibach springs and std dampers. i saw some comments about an adjustable upper ball joint but thats not an option for me as i am not in the UK and need a certification document.

yep thats the one

there was a programme recently about a guy who had bought a skyline le mans from japan( apparently only 5 in the UK) but after about a month the engine was shot as it had not been mapped to uk petrol and all the pistons were scrap etc - the repair bill was 11K but they reckon it was 800hp and after running in and fine tuning it would be 850 - sounds like a load of toss to me but i might b wrong - your thoughts please.

u can get that sort of thing from halfrauds but i think they look very chav

thanks 4 that do u have standard wheels fitted?

i normally ask the fitters to align the dots

sorry we aregetting confused here - there will not be any data as its just a random image from the net that shows what they measured. I have not had a geometry done yet, what i should have said is... when i went for a vehicle inspection(mot style thing) they measured the distance between the tyre tread centers on the same axle - this is because i have non standard wheels ( the swiss authorities are very anal about anything non standard) and this distance is recorded. so my Q is as there was a 10mm difference between front and back does the IS have a staggered axle set up or is it that my geo is way out? i ask as the tyre wear is perfectly even on both axles. if may just be easier if i give u a call tonight for 5 mins?? if u dont mind that pm me a number and i can give u a call or tomorrow if thats beter 4 u.

no idea why they did it but the measurements have been recorded on my new "log book" and there is a band range table/data sheet they refer to for is200's . anyway to confirm that we are taking about the same thing this is what they checked http://www.die-kart-macher.de/Technik/Lenk...eoSpurweite.jpg

i will do..... actually i have 1 more thing but maybe its too late and u wont read it in time as ur at TDI today....( thought u might be able to get ur tape measure out and check another IS200 as there will be lots there today. For my vehicle test they measured the distance between the center of the tyres of each axle (its all in swiss german but it says camber) anyway the front distance was 1505 mm and the rear was 1495 mm the wheels are 7.5J x 17 with 225/45 tyres. i had a look at the tyres and they appear to be wearing equally so eventually my question is this normal?? i dont think it is but u never know. when my winter tyres go on in the next weeks ill have a full geo done anyway. cheers rob

ah right - i asked as they just look like rollers not any form of reflector - have loads of marks etc on them. so assumed the actual roller had a sensor on it. ill visit the place and see the setup myself and check if they have any probs doing the figures u have given instead of the ones in thier computer.

I was just wondering as i have seen a few places like this and i have always wondered if there is the slightest bit of wear on the machine etc ( as it has a fair few moving parts) then that will affect the readings surely??

hi tony have a look a this pic - have u seen /used this type of machine before?? is it any good http://www.lenkgeometrie-center.ch/media/DSC00502.jpg if you go to http://www.lenkgeometrie-center.ch then click on "lenkgeometrie" there are a few more pics. cheers rob

yes nitrogen - we discussed this before on the forum somewhere... copied from my previous post: its law that nitrogen or any other inert gas that contains less than 5% oxygen is used in commercial aircraft wheel assys because nitrogen does not support combustion - important when there is a brake fire or overheat ( AKA numpty pilot slammed the brakes on and tried to take first exit when plane is at max landing weight/speed) but on a serious note the criteria is aircraft with a MTOW ( max take off weight) of over 5700kg with retractable landing gear that have braked wheel assys. The main reason is to reduce inflight fires from a burst tyre. a quick copy paste from the EASA regulations: The majority of in-flight tyre bursts have been attributed to the tyre carcass being weakened by foreign object damage, scuffing, etc., such that a rapid release of pressure takes place. Such failures are usually experienced when the gear has been retracted for some time and the effects of brake heat transfer, internal tyre temperature and differential pressure are combined. A fatal accident involving cabin decompression and fire has highlighted another mode of tyre failure in flight where a tyre may fail explosively without any significant prior degradation. A tyre inflated with air and subjected to excessive heating, possibly caused by a dragging brake, can experience a chemical reaction resulting in release of volatile gases. Such a chemical reaction in the presence of the oxygen in the contained air may result in a tyre explosion in a landing gear bay and/or in-flight fire since it appears that the protection normally afforded by conventional pressure relief devices in the wheel would be incapable of responding adequately to the rapid increases in temperature and gas pressure associated with auto-ignition. Other potential benefits may accrue from the use of nitrogen as it will tend to reduce wheel corrosion, tyre fatigue and the risk of fire when fusible plugs melt due to brake overheating.

complete waste of time....... tbh

well they are winter tyres with ability for mud and snow (M+S tyre marking) as im sure u will know its main purpose is for low temperature with snow/ice gripping tread. normal tyres looses grip at temps below 7C and gets very hard - winter tyres remain soft. Maybe its a toyo thing because i have looked at a few other brands and they dont have this oil film- im half temped to put it in a tub of water and see if i get an oil slick. ill update with a pic for when we go into the mountains.

Hi Tony this is the s950 all i know is if you run your hand over the tyre you are left with an oily resdiue on your hand - still happens after 2 seasons of use and numerous wheels spins when fitted to the rear of the IS

as you have asked for any feedback ill give you mine on the toyo snowprox S950.... in simple terms its crap - oil leaches out of the tyre to such a state that after handling the tyre its all over your hands - a hard rub with tissue paper leaves a residue on the paper. Oily tread and winter conditions are not a good combination- grip is poor when fitted on the rear of the lexus IS - on the front its ok. tread wear is ok tho. i swapped them to the front and put a set of michelin alpins on the rear instead- a total transformation - lots of grip and in general a better feeling. Someone i know in the UK ignored my warning - bought a full set of S950's and also had the same problems - poor grip and oil leaching ill be using a set of alpins or blizzaks for next year

Isn't dry Nitrogen an inert gas not influenced by heat or cold that's what i was thinkin It depends upon what you mean by "inert". Any gas that does not react with its surroundings is inert in those circumstances. The gases recognised as generally inert are the "noble" gases such as argon or xenon. Nitrogen is certainly not one of those. Several substances are compounds of nitrogen e.g. ammonia, nitrate and nitrogen dioxide and that is only possible if nitrogen reacts with the other substances that form the compounds i.e. it is not inert in their presence. Various microorganisms can make these materials by reacting with nitrogen in the atmosphere. It's how nitrogen rich fertiliser is formed naturally at the roots of leguminous plants. PS - even if nitrogen was inert, it still wouldn't be exempt from the normal gas laws. We have been here before! In any gas, "pressure" times "volume" is proportional to "temperature", so if you raise the temperature of a fixed volume of gas its pressure must rise. I don't understand why Nitrogen is mandatory in all commercial aircraft and used in F1 for example? Hi Tony, sorry not looked at this for ages - its law that nitrogen or any other inert gas that contains less than 5% oxygen is used in commercial aircraft wheel assys because nitrogen does not support combustion - important when there is a brake fire or overheat ( AKA numpty pilot slammed the brakes on and tried to take first exit when plane is at max landing weight/speed) but on a serious note the criteria is aircraft with a MTOW ( max take off weight) of over 5700kg with retractable landing gear that have braked wheel assys. The main reason is to reduce inflight fires from a burst tyre. a quick copy paste from the EASA regulations: The majority of in-flight tyre bursts have been attributed to the tyre carcass being weakened by foreign object damage, scuffing, etc., such that a rapid release of pressure takes place. Such failures are usually experienced when the gear has been retracted for some time and the effects of brake heat transfer, internal tyre temperature and differential pressure are combined. A fatal accident involving cabin decompression and fire has highlighted another mode of tyre failure in flight where a tyre may fail explosively without any significant prior degradation. A tyre inflated with air and subjected to excessive heating, possibly caused by a dragging brake, can experience a chemical reaction resulting in release of volatile gases. Such a chemical reaction in the presence of the oxygen in the contained air may result in a tyre explosion in a landing gear bay and/or in-flight fire since it appears that the protection normally afforded by conventional pressure relief devices in the wheel would be incapable of responding adequately to the rapid increases in temperature and gas pressure associated with auto-ignition. Other potential benefits may accrue from the use of nitrogen as it will tend to reduce wheel corrosion, tyre fatigue and the risk of fire when fusible plugs melt due to brake overheating.

ah even that varies ...... a hot tyre can show 220psi but when cooled can show 195psi ok it is better but u still have to watch out for temp increases

yes very easily, as an example the car was parked with the sun on one side ( it was very hot) i checked the pressures on the sunny side and it was 38psi - the shaded side was 33psi. remember that colder air is denser so occupies a smaller volume.