Latest member: megamarketTop
Forum threads: 9,610
Forum posts: 134,319
Full Statistics
0 Member(s) | 165 Guest(s)
Applebot, Baidu, Bing, Google
Track at work
by Lexusboy, 08-07-2018, 11:14 AM
http://www.youtube.com/watch?v=nZ5V4fGIZok
http://www.youtube.com/watch?v=JD_Wxt0TU...re=related
Marcus Gronholm Ford Focus WRC Demo Dunton
http://www.youtube.com/watch?v=lNGQBNa80...re=related
http://www.youtube.com/watch?v=fPCmdrhhl9M
Hope you like them
Track at work
by Lexusboy, 08-07-2018, 11:14 AMHere is a video of the track where I work at Dunton..
http://www.youtube.com/watch?v=nZ5V4fGIZok
http://www.youtube.com/watch?v=JD_Wxt0TU...re=related
Marcus Gronholm Ford Focus WRC Demo Dunton
http://www.youtube.com/watch?v=lNGQBNa80...re=related
http://www.youtube.com/watch?v=fPCmdrhhl9M
Hope you like them
Buyer guide to the Honda S2000
by Lexusboy, 08-07-2018, 04:13 AM
This 'race-bred' normally-aspirated, four cylinder engine races to 9000 rpm before hitting the rev-limiter - without resorting to turbocharging and it conforms to some of the toughest emissions legislation in the world.
From the moment you press the red starter button you know you are going to experience something special. Up to 5000 rpm the car feels docile but once over 5500 to 6000 rpm all hell breaks loose.
As the engine speed builds the note changes progressively becoming more urgent and more like a motorbike accelerating and it is certainly addictive echoing Honda’s decades of involvement with high-revving Formula 1 and CART ChampCar race engines. The transmission tunnel is located directly under your left arm and after a particularly vigorous workout the heat rises from the centre of the car.
The short-throw shift action six-speed manual transmission is superb offering light and precise gearchanges. The clutch is extremely well weighted and it is a pleasure to change gear. The only downside is that to keep hearing that incredibly raucous engine note you have to use the car and that can easily put you over the speed limit - be warned driven without restraint this car is a licence breaker!
The engine is remarkably flexible even at low speeds thanks to the latest generation of Honda’s VTEC variable valve timing. Around town the S2000 is easy to drive and compliant with most road surfaces, even pot holes which it negotiates without breaking your back.
The 2004 model is equipped with ventilated front disc brakes, rear disc brakes and ABS (anti-lock braking system) ensuring that the S2000 stops reassuringly well.
Honda have engineered a superb driving machine and with such high performance capability the S2000 demands a competent chassis to harness and efficiently exploit that power on the road. The rigid body, advanced in-wheel double wishbone suspension and good weight balance are complemented by well weighted and direct electric power steering and powerful, progressive brakes.
Conventional hydraulic power steering systems require a pump driven off the engine which can sap power by as much as 5 PS as well as adversely affecting fuel economy. For this reason the Honda S2000 is equipped with electric power steering (EPS) which only absorbs electrical energy when required.
The S2000’s compact dimensions and low weight result in outstanding agility. The engine is situated at the very back of the engine bay in the quest for a low centre of gravity and an optimum weight balance for balanced handling. Occupants sit behind the car’s overall centre of balance, and close to the centre of the rear axle giving the driver a feeling of being closely connected to the car.
The high level of stiffness provided by the high X-bone frame body structure ensures consistent suspension geometry alignment; and suspension technology that builds on Honda’s racing experience all combining to provide advanced chassis control.
A torque-sensing limited slip differential is standard as a guard against wheel spin in tight corners - we would like to see ESP (electronic stability programme) available as standard (with an option to disengage) as a rear wheel drive vehicle with 240 PS can be a little tail happy in inexperienced hands especially in poor weather conditions.
Ease of UseThe Honda S2000 is a very easy car to drive and manoeuvre. Visibility is very good with the rood down although it is a little more difficult to reverse park with the roof up.
The electrically operated hood is very easy to use simply release the two over-centre catches on the windscreen header rail and press the rocker switch located on the centre console - all in all it takes about six seconds - annoyingly this can't be done on the move at low speed. However, once we discovered the joy of open top motoring the roof mostly stayed down.
The cabin is uncluttered, ergonomically laid out and the controls are easy to use. The instrumentation is in digital numerals which is much easier on the eye and the fuel and rev counters display in arcs, in keeping with the S2000's F1 relatives.
The S2000 is equipped with high performance, high intensity discharge (HID) headlamps which are twice as bright as halogen bulbs. They use a high voltage current and a bulb filled with Xenon gas to produce an output much closer to that of daylight. Some manufacturers call them Xenon headlights.
To ensure that the headlights are aimed accurately at all times, an automatic adjustment mechanism is provided. This consists of an ECU that continually monitors the car’s attitude via suspension - mounted sensors, adjusting the headlamp aim to reduce the risk of dazzling oncoming motorists.
A word of warning don't wash the windscreen whilst stationary with the roof down as the powerful headlight washers will project washer fluid over the cabin and in your face.
The trim materials have been checked for susceptibility to degradation from ultra-violet light and they have also been selected for their resistance to the occasional rain shower that may be encountered whilst driving before an opportunity can be found to raise the hood.
On a practical level the Honda S2000 is equipped with a large illuminated boot with 160 litres of space, digital odometer (trip), central locking, remote keyless entry, boot release in the locking centre console & a 12 V power outlet, the key fob incorporates a boot release button which is much easier to use, 'bee-sting' aerial, glass heated rear screen, a pair of hooks is provided on the rear bulkhead behind each seat and a space-saver spare tyre is stored horizontally on the right and inset into the forward boot panel.
Storage is minimal with 2 small mesh door bins, a storage net in the passenger footwell, a locking centre console (replacing the glovebox freeing up space) and a centre console storage tray incorporating twin cupholders.
Safety and Security The following safety & security equipment is standard on the Honda S2000 Roadster:
Dual front SRS airbags, anti-lock braking system (ABS), high level rear brake light, headlight washers, front ventilated disc brakes, rear disc brakes, roll-over protection, anti-roll bars, rolling code ECU engine immobiliser, remote keyless entry, central locking, Thatcham category 1 alarm system (interior monitoring), boot release in locking centre console and a torque-sensing limited slip differential.
*A Tracker system is optional
Comfort and RefinementThe S2000's cabin is snug with just enough space for two people. Head room is OK with the roof up but could prove problematic for the taller driver - with the roof down head room is not a problem.
Leg room is excellent and the seats provide generous fore and aft as well as rake adjustment. There is no adjustment for seat or steering wheel height - one size fits all but we did not find it to be a problem.
The seating position is low but with wide opening doors the S2000 is surprisingly easy to get in and out of. The standard leather sports seats are comfortable and supportive and feature integral head restraints which echo the shape of the individual roll hoops. The seat belts pass through a guide on the side bolster to place the webbing conveniently to hand.
Thanks to careful aerodynamic tuning of the cabin and the wind deflector positioned between the seats, turbulence is kept to a minimum during open top motoring.
In terms of refinement the Honda S2000 is equipped with electrically adjustable and heated door mirrors, manual air conditioning, front electric windows, leather and alloy gear knob, leather wrapped steering wheel, foot rest, a heated rear screen and an illuminated passenger vanity mirror.
We would like to see an auto-dimming rear view mirror as standard because the car is so low headlights from vehicles behind can prove distracting and tiring.
How It Looks - ExteriorThe Honda S2000 is a beautifully proportioned car which is elegant and sporty and in our opinion slightly reminiscent of the Porsche 944 at the front. Unlike some convertibles the S2000 looks just as good with the roof up or down.
A few subtle changes have been made with new-shape front and rear body coloured bumpers, body coloured door mirrors, new 'triple-beam' headlights, LED rear lights and dual oval shaped exhaust tailpipe outlets. The sole S2000 identification is on the front wings alongside the side indicators.
17" allow wheels and 215/45 (front), 245/40 (rear) tyres are standard.
We would prefer to see an aerial integrated into the front windscreen.
The interior styling of the Honda S2000 is based around a pure sports theme which is simple but purposeful and does not distract from the driving experience. The cabin exudes a high level of build quality but some of the switchgear feels a little dated.
The black interior plastics were of a good quality and are enhanced with brushed aluminium trim.
The leather wrapped steering wheel and gear knob are tactile and the digital instrumentation is black when the ignition is off, but illuminates once the key is turned.
The S2000 features drilled aluminium pedals for added sports appeal and embossed kickplates.
Leather sports seats and matching leather door inserts are standard. The leather upholstery and carpets were of excellent quality and should prove durable in the long term.
In Car Entertainment and Satellite NavigationIntegrated single slot CD tuner with RDS radio, front speakers, tweeters and remote stereo controls. This system does the job but is not particularly inspiring and is fiddly to operate. The stereo is hidden behind a brushed aluminium effect panel.
Buyer guide to the Honda S2000
by Lexusboy, 08-07-2018, 04:13 AMPerformanceThe S2000 is powered by Honda's 2.0 DOHC VTEC engine which produces 240 PS @ 8,300 rpm enabling it to accelerate from 0-62 mph in 6.2 seconds and continue to a top speed of 150 mph.
This 'race-bred' normally-aspirated, four cylinder engine races to 9000 rpm before hitting the rev-limiter - without resorting to turbocharging and it conforms to some of the toughest emissions legislation in the world.
From the moment you press the red starter button you know you are going to experience something special. Up to 5000 rpm the car feels docile but once over 5500 to 6000 rpm all hell breaks loose.
As the engine speed builds the note changes progressively becoming more urgent and more like a motorbike accelerating and it is certainly addictive echoing Honda’s decades of involvement with high-revving Formula 1 and CART ChampCar race engines. The transmission tunnel is located directly under your left arm and after a particularly vigorous workout the heat rises from the centre of the car.
The short-throw shift action six-speed manual transmission is superb offering light and precise gearchanges. The clutch is extremely well weighted and it is a pleasure to change gear. The only downside is that to keep hearing that incredibly raucous engine note you have to use the car and that can easily put you over the speed limit - be warned driven without restraint this car is a licence breaker!
The engine is remarkably flexible even at low speeds thanks to the latest generation of Honda’s VTEC variable valve timing. Around town the S2000 is easy to drive and compliant with most road surfaces, even pot holes which it negotiates without breaking your back.
The 2004 model is equipped with ventilated front disc brakes, rear disc brakes and ABS (anti-lock braking system) ensuring that the S2000 stops reassuringly well.
Honda have engineered a superb driving machine and with such high performance capability the S2000 demands a competent chassis to harness and efficiently exploit that power on the road. The rigid body, advanced in-wheel double wishbone suspension and good weight balance are complemented by well weighted and direct electric power steering and powerful, progressive brakes.
Conventional hydraulic power steering systems require a pump driven off the engine which can sap power by as much as 5 PS as well as adversely affecting fuel economy. For this reason the Honda S2000 is equipped with electric power steering (EPS) which only absorbs electrical energy when required.
The S2000’s compact dimensions and low weight result in outstanding agility. The engine is situated at the very back of the engine bay in the quest for a low centre of gravity and an optimum weight balance for balanced handling. Occupants sit behind the car’s overall centre of balance, and close to the centre of the rear axle giving the driver a feeling of being closely connected to the car.
The high level of stiffness provided by the high X-bone frame body structure ensures consistent suspension geometry alignment; and suspension technology that builds on Honda’s racing experience all combining to provide advanced chassis control.
A torque-sensing limited slip differential is standard as a guard against wheel spin in tight corners - we would like to see ESP (electronic stability programme) available as standard (with an option to disengage) as a rear wheel drive vehicle with 240 PS can be a little tail happy in inexperienced hands especially in poor weather conditions.
Ease of UseThe Honda S2000 is a very easy car to drive and manoeuvre. Visibility is very good with the rood down although it is a little more difficult to reverse park with the roof up.
The electrically operated hood is very easy to use simply release the two over-centre catches on the windscreen header rail and press the rocker switch located on the centre console - all in all it takes about six seconds - annoyingly this can't be done on the move at low speed. However, once we discovered the joy of open top motoring the roof mostly stayed down.
The cabin is uncluttered, ergonomically laid out and the controls are easy to use. The instrumentation is in digital numerals which is much easier on the eye and the fuel and rev counters display in arcs, in keeping with the S2000's F1 relatives.
The S2000 is equipped with high performance, high intensity discharge (HID) headlamps which are twice as bright as halogen bulbs. They use a high voltage current and a bulb filled with Xenon gas to produce an output much closer to that of daylight. Some manufacturers call them Xenon headlights.
To ensure that the headlights are aimed accurately at all times, an automatic adjustment mechanism is provided. This consists of an ECU that continually monitors the car’s attitude via suspension - mounted sensors, adjusting the headlamp aim to reduce the risk of dazzling oncoming motorists.
A word of warning don't wash the windscreen whilst stationary with the roof down as the powerful headlight washers will project washer fluid over the cabin and in your face.
The trim materials have been checked for susceptibility to degradation from ultra-violet light and they have also been selected for their resistance to the occasional rain shower that may be encountered whilst driving before an opportunity can be found to raise the hood.
On a practical level the Honda S2000 is equipped with a large illuminated boot with 160 litres of space, digital odometer (trip), central locking, remote keyless entry, boot release in the locking centre console & a 12 V power outlet, the key fob incorporates a boot release button which is much easier to use, 'bee-sting' aerial, glass heated rear screen, a pair of hooks is provided on the rear bulkhead behind each seat and a space-saver spare tyre is stored horizontally on the right and inset into the forward boot panel.
Storage is minimal with 2 small mesh door bins, a storage net in the passenger footwell, a locking centre console (replacing the glovebox freeing up space) and a centre console storage tray incorporating twin cupholders.
Safety and Security The following safety & security equipment is standard on the Honda S2000 Roadster:
Dual front SRS airbags, anti-lock braking system (ABS), high level rear brake light, headlight washers, front ventilated disc brakes, rear disc brakes, roll-over protection, anti-roll bars, rolling code ECU engine immobiliser, remote keyless entry, central locking, Thatcham category 1 alarm system (interior monitoring), boot release in locking centre console and a torque-sensing limited slip differential.
*A Tracker system is optional
Comfort and RefinementThe S2000's cabin is snug with just enough space for two people. Head room is OK with the roof up but could prove problematic for the taller driver - with the roof down head room is not a problem.
Leg room is excellent and the seats provide generous fore and aft as well as rake adjustment. There is no adjustment for seat or steering wheel height - one size fits all but we did not find it to be a problem.
The seating position is low but with wide opening doors the S2000 is surprisingly easy to get in and out of. The standard leather sports seats are comfortable and supportive and feature integral head restraints which echo the shape of the individual roll hoops. The seat belts pass through a guide on the side bolster to place the webbing conveniently to hand.
Thanks to careful aerodynamic tuning of the cabin and the wind deflector positioned between the seats, turbulence is kept to a minimum during open top motoring.
In terms of refinement the Honda S2000 is equipped with electrically adjustable and heated door mirrors, manual air conditioning, front electric windows, leather and alloy gear knob, leather wrapped steering wheel, foot rest, a heated rear screen and an illuminated passenger vanity mirror.
We would like to see an auto-dimming rear view mirror as standard because the car is so low headlights from vehicles behind can prove distracting and tiring.
How It Looks - ExteriorThe Honda S2000 is a beautifully proportioned car which is elegant and sporty and in our opinion slightly reminiscent of the Porsche 944 at the front. Unlike some convertibles the S2000 looks just as good with the roof up or down.
A few subtle changes have been made with new-shape front and rear body coloured bumpers, body coloured door mirrors, new 'triple-beam' headlights, LED rear lights and dual oval shaped exhaust tailpipe outlets. The sole S2000 identification is on the front wings alongside the side indicators.
17" allow wheels and 215/45 (front), 245/40 (rear) tyres are standard.
We would prefer to see an aerial integrated into the front windscreen.
The interior styling of the Honda S2000 is based around a pure sports theme which is simple but purposeful and does not distract from the driving experience. The cabin exudes a high level of build quality but some of the switchgear feels a little dated.
The black interior plastics were of a good quality and are enhanced with brushed aluminium trim.
The leather wrapped steering wheel and gear knob are tactile and the digital instrumentation is black when the ignition is off, but illuminates once the key is turned.
The S2000 features drilled aluminium pedals for added sports appeal and embossed kickplates.
Leather sports seats and matching leather door inserts are standard. The leather upholstery and carpets were of excellent quality and should prove durable in the long term.
In Car Entertainment and Satellite NavigationIntegrated single slot CD tuner with RDS radio, front speakers, tweeters and remote stereo controls. This system does the job but is not particularly inspiring and is fiddly to operate. The stereo is hidden behind a brushed aluminium effect panel.
Welcome dragon girl
by Lexusboy, 08-07-2018, 04:02 AM
Not seen you in a while:lol:
Welcome along to the forum hope you enjoy your time on here...
Welcome dragon girl
by Lexusboy, 08-07-2018, 04:02 AMNow who could be Dragon Girl?:lol:
Not seen you in a while:lol:
Welcome along to the forum hope you enjoy your time on here...
tte's on Lexus is200
by garyskisplym, 07-07-2018, 06:32 PM
Od can you even get them in is200 fitment
tte's on Lexus is200
by garyskisplym, 07-07-2018, 06:32 PMDoes anyone have any pics of the wheels in link below on an is200??
Od can you even get them in is200 fitment
RX8 - DIY Oil Change
by Bobby, 07-07-2018, 11:05 AM
Bits you need :
engine oil filter
Oil (obviously!) see "Opie" for the best options
a jack
19mm spanner/socket
It is best to do this after giving the car a bit of a run so that the oil is hot and more fluid
1) Open the bonnet
2) Remove the plastic engine cover
3) Remove the oil filler cap
4) Loosen the nuts on the drivers side front wheel
5) Jack up the car and remove the wheel, placing it under the sill as a safety precaution
6) underneath the car you will find a "tank", on this is a 19mm nut which needs to be removed, remove it slowly and when oil starts to seep through, put a container underneath (I used an old wash basin which was adequate for catching the oil)
7) Lower the jack slightly on the drivers side, and using another, jack up the passenger side to get all the oil out. Once the oil has stopped coming out, you can now remove the oil filter (at the top right of the engine bay) but be careful and wrap it in a towel as oil will spill out over the engine, any spillage should be cleaned up
9) Get your new oil filter, wipe some new oil around the mating point and screw it onto the necessary point
10) Put the sump plug back in making sure to tighten it (can be worth replacing this with a magnetic aftermarket option which will attract bits of metal to the bottom)
11) replace the drivers side wheel
12) lower the car
13) tighten the nuts
14) add oil (put an old towel over the engine to prevent any oil spilling over engine components)
15) Leave the oil to enter the engine, and then top up if necessary and replace the oil filler cap
Usually about 4-4.5 litres are used on an oil change
RX8 - DIY Oil Change
by Bobby, 07-07-2018, 11:05 AMTried and tested by others, me I get the garage to do it !
Bits you need :
engine oil filter
Oil (obviously!) see "Opie" for the best options
a jack
19mm spanner/socket
It is best to do this after giving the car a bit of a run so that the oil is hot and more fluid
1) Open the bonnet
2) Remove the plastic engine cover
3) Remove the oil filler cap
4) Loosen the nuts on the drivers side front wheel
5) Jack up the car and remove the wheel, placing it under the sill as a safety precaution
6) underneath the car you will find a "tank", on this is a 19mm nut which needs to be removed, remove it slowly and when oil starts to seep through, put a container underneath (I used an old wash basin which was adequate for catching the oil)
7) Lower the jack slightly on the drivers side, and using another, jack up the passenger side to get all the oil out. Once the oil has stopped coming out, you can now remove the oil filter (at the top right of the engine bay) but be careful and wrap it in a towel as oil will spill out over the engine, any spillage should be cleaned up
9) Get your new oil filter, wipe some new oil around the mating point and screw it onto the necessary point
10) Put the sump plug back in making sure to tighten it (can be worth replacing this with a magnetic aftermarket option which will attract bits of metal to the bottom)
11) replace the drivers side wheel
12) lower the car
13) tighten the nuts
14) add oil (put an old towel over the engine to prevent any oil spilling over engine components)
15) Leave the oil to enter the engine, and then top up if necessary and replace the oil filler cap
Usually about 4-4.5 litres are used on an oil change
RX8 Servicing
by Bobby, 07-07-2018, 10:57 AM
please note for example if you had your first service done at the 12 month interval but only did 8000 miles then your next service will be due at 24 months OR 20500 miles.
This is the service schedule recommended for EUROPEAN models.
Year 1
Interval 12 Months or 1500miles
To be Changed
Engine Oil
Oil Filter
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 2
Interval 24 Months or 25000miles
To be Changed
Engine Oil
Oil Filter
Brake Fluid
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 3
Interval 36 Months or 37500miles
To be Changed
Engine Oil
Oil Filter
Air Filter
Spark Plugs
Manual Transmission Oil
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 4
Interval 48 Months or 50000miles
To be Changed
Engine Oil
Oil Filter
Coolant
Brake Fluid
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 5
Interval 60 Months or 62500miles
To be Changed
Engine Oil
Oil Filter
Manual Transmission Oil
To be Inspected
Drive Belts
Evaporative System
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 6
Interval 72 Months or 75000miles
To be Changed
Engine Oil
Oil Filter
Coolant
Air Filter
Spark Plugs
Brake Fluid
Rear Differential Oil
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 7
Interval 84 Months or 87500miles
To be Changed
Engine Oil
Oil Filter
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 8
Interval 96 Months or 100000miles
To be Changed
Engine Oil
Oil Filter
Coolant
Brake Fluid
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 9
Interval 108 Months or 112500miles
To be Changed
Engine Oil
Oil Filter
Air Filter
Spark Plugs
Rear Differential Oil
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
This if the official table from the back of the owners manual.
I hope there is nothing missed out.
Its worth noting that some owners on other forums have begun changing their spark plugs ever 2 years/service intervals instead of the recommended 3 as some feel the 3 year interval means that they are in far too long.
RX8 Servicing
by Bobby, 07-07-2018, 10:57 AMBelow you will find information on all items that will require changing and will be inspected at each annual service interval, either every 12 months or 12500miles whatever comes first.
please note for example if you had your first service done at the 12 month interval but only did 8000 miles then your next service will be due at 24 months OR 20500 miles.
This is the service schedule recommended for EUROPEAN models.
Year 1
Interval 12 Months or 1500miles
To be Changed
Engine Oil
Oil Filter
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 2
Interval 24 Months or 25000miles
To be Changed
Engine Oil
Oil Filter
Brake Fluid
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 3
Interval 36 Months or 37500miles
To be Changed
Engine Oil
Oil Filter
Air Filter
Spark Plugs
Manual Transmission Oil
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 4
Interval 48 Months or 50000miles
To be Changed
Engine Oil
Oil Filter
Coolant
Brake Fluid
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 5
Interval 60 Months or 62500miles
To be Changed
Engine Oil
Oil Filter
Manual Transmission Oil
To be Inspected
Drive Belts
Evaporative System
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 6
Interval 72 Months or 75000miles
To be Changed
Engine Oil
Oil Filter
Coolant
Air Filter
Spark Plugs
Brake Fluid
Rear Differential Oil
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 7
Interval 84 Months or 87500miles
To be Changed
Engine Oil
Oil Filter
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
Year 8
Interval 96 Months or 100000miles
To be Changed
Engine Oil
Oil Filter
Coolant
Brake Fluid
Cabin Pollen Filter
To be Inspected
Drive Belts
Cooling System
Fuel Lines, Hoses (include Canister hose) and Connections
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Steering Operation and Linkage
Front and Read Suspension and Ball Joints
Drive Shaft Dust Boots
Bolts and Nuts on Seats
Body Condition
Exhaust System Heat Shields
Tyre Repair Kit
Year 9
Interval 108 Months or 112500miles
To be Changed
Engine Oil
Oil Filter
Air Filter
Spark Plugs
Rear Differential Oil
To be Inspected
Drive Belts
Battery Electrolyte Level and Specific Gravity
Brake Lines, Hoses and Connectors
Parking Brake
Power Brake Unit and Hoses
Disc Brakes
Body Condition
Tyre Repair Kit
This if the official table from the back of the owners manual.
I hope there is nothing missed out.
Its worth noting that some owners on other forums have begun changing their spark plugs ever 2 years/service intervals instead of the recommended 3 as some feel the 3 year interval means that they are in far too long.
Rx-8 renesis engine - technical (Part 2)
by Bobby, 07-07-2018, 10:50 AM
Reduction Of Unburned Gas Emission And Fast Activating Catalytic Converter:
The Renesis engine retains unburned hydrocarbons from one cycle for combustion in the next – a process that vastly reduces emission of unburned gases in the exhaust. In addition, on starting the engine, secondary air is supplied to the exhaust port by an electric pump. Delivering secondary air in the gap between the dual exhaust ports promotes mixing of exhaust gas with secondary air to promote re-burning.
Furthermore, Renesis has a dual skin exhaust manifold that maintains the temperature of burned gases and ensures that exhaust temperature rises sharply on starting, for faster activation of the high-performance catalytic converter and consequently low Euro Stage III emissions.
Latest Control Technology For Precision Control Of Air-Fuel Ratio:
The fuel metering system for the Renesis engine is a new design. To begin with the previous intake manifold pressure-sensing system for metering air intake volume has been replaced with the hot wire air-flow metre type for more precise metering. The single-loop air-fuel ratio feedback control employing an O2 sensor located upstream of the catalytic converter has been replaced with a double-loop system featuring O2 sensors upstream and downstream of the catalytic converter. The upstream O2 sensor is a linear type achieving straight-line response to a wide-range of air-fuel ratios, promoting precise fuel control from idling to high engine speeds. Combined with the exhaust gas re-burning system (mentioned previously) this reduces exhaust emissions to one tenth the amount recorded for the previous rotary engine.
Technologies For Compact Size And Lighter Weight
Thinner Engine Ribs, Wet Sump Lubrication System And Plastic Intake Manifold:
Mazda employed supercomputer analysis to reduce the thickness of supporting ribs for the engine side housing and other areas while maintaining high rigidity. Furthermore, approximately half the length of the long intake manifold is now made of plastic. Mazda also cut weight by eliminating the mounting bracket for the air conditioner’s condenser, replacing it with a direct-mount arrangement. Measures such as these, together with further downsizing of equipment helped reduce overall engine weight. Renesis also has a wet sump lubrication system with oil pan depth reduced by about 40mm to approximately half that of the previous rotary engine. Combined together, the inherently compact size of the naturally aspirated Renesis engine, plus these extensive downsizing and weight-reducing measures, have yielded an engine weight on a par with all-aluminium, in-line, four-cylinder engines.
Rx-8 renesis engine - technical (Part 2)
by Bobby, 07-07-2018, 10:50 AMTechnology For Lower Emissions
Reduction Of Unburned Gas Emission And Fast Activating Catalytic Converter:
The Renesis engine retains unburned hydrocarbons from one cycle for combustion in the next – a process that vastly reduces emission of unburned gases in the exhaust. In addition, on starting the engine, secondary air is supplied to the exhaust port by an electric pump. Delivering secondary air in the gap between the dual exhaust ports promotes mixing of exhaust gas with secondary air to promote re-burning.
Furthermore, Renesis has a dual skin exhaust manifold that maintains the temperature of burned gases and ensures that exhaust temperature rises sharply on starting, for faster activation of the high-performance catalytic converter and consequently low Euro Stage III emissions.
Latest Control Technology For Precision Control Of Air-Fuel Ratio:
The fuel metering system for the Renesis engine is a new design. To begin with the previous intake manifold pressure-sensing system for metering air intake volume has been replaced with the hot wire air-flow metre type for more precise metering. The single-loop air-fuel ratio feedback control employing an O2 sensor located upstream of the catalytic converter has been replaced with a double-loop system featuring O2 sensors upstream and downstream of the catalytic converter. The upstream O2 sensor is a linear type achieving straight-line response to a wide-range of air-fuel ratios, promoting precise fuel control from idling to high engine speeds. Combined with the exhaust gas re-burning system (mentioned previously) this reduces exhaust emissions to one tenth the amount recorded for the previous rotary engine.
Technologies For Compact Size And Lighter Weight
Thinner Engine Ribs, Wet Sump Lubrication System And Plastic Intake Manifold:
Mazda employed supercomputer analysis to reduce the thickness of supporting ribs for the engine side housing and other areas while maintaining high rigidity. Furthermore, approximately half the length of the long intake manifold is now made of plastic. Mazda also cut weight by eliminating the mounting bracket for the air conditioner’s condenser, replacing it with a direct-mount arrangement. Measures such as these, together with further downsizing of equipment helped reduce overall engine weight. Renesis also has a wet sump lubrication system with oil pan depth reduced by about 40mm to approximately half that of the previous rotary engine. Combined together, the inherently compact size of the naturally aspirated Renesis engine, plus these extensive downsizing and weight-reducing measures, have yielded an engine weight on a par with all-aluminium, in-line, four-cylinder engines.
Rx-8 renesis engine - technical (Part 1)
by Bobby, 07-07-2018, 10:48 AM
The RX-8’s Renesis rotary engine has its origins in the car's MSP-RE powerplant exhibited in the 1995 Tokyo Motor Show.
The name Renesis, which stands for “the Rotary Engine’s geNESIS,” was given to the engine in the 1999 iteration of the RX-EVOLV.
Renesis - an engine boasting innovative technologies such as side intake/side exhaust porting - is a 654 cc x two rotor unit that produces 177kW (ECE) at 8200 rpm and 211Nm (ECE) of torque at 5500 rpm when combined with a six-speed manual transmission. Renesis also shows greatly improved fuel efficiency and emission improvement over the RX-7’s engine.
Manual models accelerate from 0 to 100kmh in 6.2 seconds.
By capitalising on the intrinsic benefits of the Renesis rotary engine - namely, low weight, compact size and high performance - Mazda succeeded in developing the RX-8, a wholly new concept four-door, four-seat sports car.
Basic Characteristics Of Side Intake/Side Exhaust Port Layout
The leading technology of Renesis is its side exhaust port design, with the exhaust ports relocated to the rotary chamber side housing alongside the intake ports.
The significant advantage of this layout is the elimination of intake/exhaust port timing overlap. This measure ensures that exhaust gas is not retained and carried over to the next intake cycle, thereby promoting more stable combustion and higher quality fuel economy.
The engine together with two exhaust ports per rotor chamber gives the Renesis almost twice the exhaust port area of its forefather. With sufficient exhaust port area confirmed, delaying the opening of the exhaust ports affords Renesis a longer expansion cycle, for superior thermal efficiency, power output and fuel economy.
Side exhaust ports also allow engineers more ability to optimise porting. With Renesis, both the six-port High Power version (manual transmission) and four-port Standard Power version (automatic transmission) have almost 30 per cent more intake port cross-sectional area than the preceding engine. Furthermore, the intake port close timing has been extended, resulting in increased charging volume and more power.
With the previous engine, unburned gases (hydrocarbons) were voided from the combustion chamber via the peripheral port. With the side-exhaust ports of the Renesis, unburned gases are laid away for burning in the next combustion cycle, further reducing regulated emissions.
Renesis A High Tech, High Output Engine
Synthetic Intake System For Variable Valves: The side-intake/side-exhaust port Renesis gains 30 per cent in intake port area over the older engine, and together with the delayed intake port close timing, makes for a sizable increase in charging volume producing a greater power output. The engine also incorporates innovative technology designed to boost filling efficiency.
The High Power specification engine (manual model) has three intake ports per rotor chamber: primary, secondary and auxiliary (making a total of six intake ports for the twin rotor Renesis engine), with each subject to different timing. The variable intake control system operates opening/closing of the secondary and auxiliary intake ports. Renesis also takes full advantage of the incoming air’s dynamic charge effect to boost charging for more substantial low-to-mid range torque, as well as increased torque and power output at higher engine speeds. The intake system on the Standard Power unit (Activematic model), which is tuned for superb driveability at normal rpm, has two intake ports per rotor, for a total of four intake ports. These are controlled by the opening/closing of a variable intake valve governing use of the secondary intake port. For even more accurate control, Renesis incorporates an electronic throttle control system that optimises intake control in response to feedback of sensors monitoring the degree and speed of accelerator pedal operation.
Variable Fresh Air Duct (FAD): The High Power specification engine mated to the six-speed manual transmission incorporates a variable fresh air duct in addition to a large, low resistance air cleaner. At about 7250 rpm, a shutter valve opens to shorten the intake manifold upstream of the air cleaner. The shutter valve works in tandem with the variable intake valve to boost torque and power at high engine speeds. The fresh air duct is partially inserted into the air cleaner and enables an optimal length intake system by valve opening/closing.
Straight Exhaust System Layout: To achieve a smooth flow of exhaust gases, the Renesis exhaust system, including the exhaust manifold, was made as straight as possible. The system employs large diameter exhaust pipes and a high capacity main silencer with the inlet pipe located straight through the centre of the silencer body to reduce flow resistance. These measures contribute to the engine’s high power output.
Technology For Improved Engine Response
Lightweight Rotor, Three Injectors Per RotorAnd Long-Span Engine Mount:
The previous 13B-REW engine generated its maximum power output at 6500 rpm, whereas the Renesis power peak comes in at 8200 rpm. This step-up to a higher revving engine was achieved by virtue of an 11 per cent reduction in rotor weight. Additionally, the flywheel weight has been reduced by some 20 per cent compared with the previous engine. Combined, these weight-saving measures reduce inertia to assure the quick response befitting a genuine sports car engine.
Renesis also features three injectors per rotor chamber for improved fuel atomisation and employs an electronically controlled throttle and 32-bit PCM (Powertrain Control Module) for more precise control of air-fuel metering and sharper throttle response. Additionally, the engine uses a long span engine mount system with extremely long members extending laterally from the rotors’ axis. The mounts are effective in suppressing engine vibration, allowing more direct transmission of power to the drive system and contributing to the vehicle’s fast response and improved NVH.
Technology For Low Vibration, Distinctive Rotary Sound
Dynamically Balanced Rotors: To further refine the superior balance of the twin-rotor configuration, Mazda shifted from the previous static balance setting and instead adopted dynamic balance calculated from the mass of oil entering the rotors. This improvement, together with the effect of the long span engine mount system (mentioned previously) realises extremely low vibration during acceleration.
Counter-Rotating Fixed Gear And Tuning Of The Intake Sound: With the previous rotary engine, the direction of rotation of the fixed gear locating the rotors in the front and rear housing was the same for both rotors. With Renesis, the direction is reversed for front and rear rotors, achieving smoother rotation and reduced gear noise. Mazda also tuned the intake to give a satisfyingly sporty sound.
Technology For Fuel Economy
In addition to more stable combustion afforded by the side exhaust ports, as well as improved breathing efficiency, Renesis also shows a significant gain in fuel-efficiency through the use of the following new technologies.
Newly Designed Seals: Renesis employs a new cut-off seal located between the rotor’s dual oil seals and side seal. This sealing arrangement eliminates blow-by between intake and exhaust ports and prevents carry-over of exhaust gas to the next intake cycle. Side seals are a new keystone-type with wedge-shaped section. Exhaust gas build-up against the side seal can easily cause carbonisation, but with the wedge-shaped or cuneiform side seal, the seal shape is optimised to remove carbon. The shape is also more congruent to its opposed frictional surface, achieving much better sealing proficiency.
Jet Air-Fuel Mixing System: This system is installed in intake ports to promote spray, atomisation and mixing of air and fuel. The system emits a jet of air from a constricted tube in the intake port that effectively speeds the flow of fuel over the intake port walls and boosts atomisation of fuel particles adhering to the walls. The lower end of the intake port is also shape-optimised to induce transport of atomised fuel along the air stream towards the spark plug.
Micro-Electrode Spark Plugs: The last technology in the aid of fuel economy for the Renesis engine is the micro-electrode spark plug. This spark plug uses a small side electrode and thick gauge central electrode with an extremely fine tip promoting a stable ignition of lean air-fuel mixtures. Also, by maintaining a lower temperature for side and central electrodes, the plug achieves high heat-resistance. The tip of the central electrode, which was previously of platinum, is now made of longer-lasting iridium.
Rx-8 renesis engine - technical (Part 1)
by Bobby, 07-07-2018, 10:48 AMMazda began developing rotary technology in 1961, and since the late seventies has been the world’s only rotary engine manufacturer to depend entirely on manufacturing technology and equipment developed in house.
The RX-8’s Renesis rotary engine has its origins in the car's MSP-RE powerplant exhibited in the 1995 Tokyo Motor Show.
The name Renesis, which stands for “the Rotary Engine’s geNESIS,” was given to the engine in the 1999 iteration of the RX-EVOLV.
Renesis - an engine boasting innovative technologies such as side intake/side exhaust porting - is a 654 cc x two rotor unit that produces 177kW (ECE) at 8200 rpm and 211Nm (ECE) of torque at 5500 rpm when combined with a six-speed manual transmission. Renesis also shows greatly improved fuel efficiency and emission improvement over the RX-7’s engine.
Manual models accelerate from 0 to 100kmh in 6.2 seconds.
By capitalising on the intrinsic benefits of the Renesis rotary engine - namely, low weight, compact size and high performance - Mazda succeeded in developing the RX-8, a wholly new concept four-door, four-seat sports car.
Basic Characteristics Of Side Intake/Side Exhaust Port Layout
The leading technology of Renesis is its side exhaust port design, with the exhaust ports relocated to the rotary chamber side housing alongside the intake ports.
The significant advantage of this layout is the elimination of intake/exhaust port timing overlap. This measure ensures that exhaust gas is not retained and carried over to the next intake cycle, thereby promoting more stable combustion and higher quality fuel economy.
The engine together with two exhaust ports per rotor chamber gives the Renesis almost twice the exhaust port area of its forefather. With sufficient exhaust port area confirmed, delaying the opening of the exhaust ports affords Renesis a longer expansion cycle, for superior thermal efficiency, power output and fuel economy.
Side exhaust ports also allow engineers more ability to optimise porting. With Renesis, both the six-port High Power version (manual transmission) and four-port Standard Power version (automatic transmission) have almost 30 per cent more intake port cross-sectional area than the preceding engine. Furthermore, the intake port close timing has been extended, resulting in increased charging volume and more power.
With the previous engine, unburned gases (hydrocarbons) were voided from the combustion chamber via the peripheral port. With the side-exhaust ports of the Renesis, unburned gases are laid away for burning in the next combustion cycle, further reducing regulated emissions.
Renesis A High Tech, High Output Engine
Synthetic Intake System For Variable Valves: The side-intake/side-exhaust port Renesis gains 30 per cent in intake port area over the older engine, and together with the delayed intake port close timing, makes for a sizable increase in charging volume producing a greater power output. The engine also incorporates innovative technology designed to boost filling efficiency.
The High Power specification engine (manual model) has three intake ports per rotor chamber: primary, secondary and auxiliary (making a total of six intake ports for the twin rotor Renesis engine), with each subject to different timing. The variable intake control system operates opening/closing of the secondary and auxiliary intake ports. Renesis also takes full advantage of the incoming air’s dynamic charge effect to boost charging for more substantial low-to-mid range torque, as well as increased torque and power output at higher engine speeds. The intake system on the Standard Power unit (Activematic model), which is tuned for superb driveability at normal rpm, has two intake ports per rotor, for a total of four intake ports. These are controlled by the opening/closing of a variable intake valve governing use of the secondary intake port. For even more accurate control, Renesis incorporates an electronic throttle control system that optimises intake control in response to feedback of sensors monitoring the degree and speed of accelerator pedal operation.
Variable Fresh Air Duct (FAD): The High Power specification engine mated to the six-speed manual transmission incorporates a variable fresh air duct in addition to a large, low resistance air cleaner. At about 7250 rpm, a shutter valve opens to shorten the intake manifold upstream of the air cleaner. The shutter valve works in tandem with the variable intake valve to boost torque and power at high engine speeds. The fresh air duct is partially inserted into the air cleaner and enables an optimal length intake system by valve opening/closing.
Straight Exhaust System Layout: To achieve a smooth flow of exhaust gases, the Renesis exhaust system, including the exhaust manifold, was made as straight as possible. The system employs large diameter exhaust pipes and a high capacity main silencer with the inlet pipe located straight through the centre of the silencer body to reduce flow resistance. These measures contribute to the engine’s high power output.
Technology For Improved Engine Response
Lightweight Rotor, Three Injectors Per RotorAnd Long-Span Engine Mount:
The previous 13B-REW engine generated its maximum power output at 6500 rpm, whereas the Renesis power peak comes in at 8200 rpm. This step-up to a higher revving engine was achieved by virtue of an 11 per cent reduction in rotor weight. Additionally, the flywheel weight has been reduced by some 20 per cent compared with the previous engine. Combined, these weight-saving measures reduce inertia to assure the quick response befitting a genuine sports car engine.
Renesis also features three injectors per rotor chamber for improved fuel atomisation and employs an electronically controlled throttle and 32-bit PCM (Powertrain Control Module) for more precise control of air-fuel metering and sharper throttle response. Additionally, the engine uses a long span engine mount system with extremely long members extending laterally from the rotors’ axis. The mounts are effective in suppressing engine vibration, allowing more direct transmission of power to the drive system and contributing to the vehicle’s fast response and improved NVH.
Technology For Low Vibration, Distinctive Rotary Sound
Dynamically Balanced Rotors: To further refine the superior balance of the twin-rotor configuration, Mazda shifted from the previous static balance setting and instead adopted dynamic balance calculated from the mass of oil entering the rotors. This improvement, together with the effect of the long span engine mount system (mentioned previously) realises extremely low vibration during acceleration.
Counter-Rotating Fixed Gear And Tuning Of The Intake Sound: With the previous rotary engine, the direction of rotation of the fixed gear locating the rotors in the front and rear housing was the same for both rotors. With Renesis, the direction is reversed for front and rear rotors, achieving smoother rotation and reduced gear noise. Mazda also tuned the intake to give a satisfyingly sporty sound.
Technology For Fuel Economy
In addition to more stable combustion afforded by the side exhaust ports, as well as improved breathing efficiency, Renesis also shows a significant gain in fuel-efficiency through the use of the following new technologies.
Newly Designed Seals: Renesis employs a new cut-off seal located between the rotor’s dual oil seals and side seal. This sealing arrangement eliminates blow-by between intake and exhaust ports and prevents carry-over of exhaust gas to the next intake cycle. Side seals are a new keystone-type with wedge-shaped section. Exhaust gas build-up against the side seal can easily cause carbonisation, but with the wedge-shaped or cuneiform side seal, the seal shape is optimised to remove carbon. The shape is also more congruent to its opposed frictional surface, achieving much better sealing proficiency.
Jet Air-Fuel Mixing System: This system is installed in intake ports to promote spray, atomisation and mixing of air and fuel. The system emits a jet of air from a constricted tube in the intake port that effectively speeds the flow of fuel over the intake port walls and boosts atomisation of fuel particles adhering to the walls. The lower end of the intake port is also shape-optimised to induce transport of atomised fuel along the air stream towards the spark plug.
Micro-Electrode Spark Plugs: The last technology in the aid of fuel economy for the Renesis engine is the micro-electrode spark plug. This spark plug uses a small side electrode and thick gauge central electrode with an extremely fine tip promoting a stable ignition of lean air-fuel mixtures. Also, by maintaining a lower temperature for side and central electrodes, the plug achieves high heat-resistance. The tip of the central electrode, which was previously of platinum, is now made of longer-lasting iridium.
Smashed up cossie
by Chri5, 06-07-2018, 09:16 AM
On Saturday there was the usual goings on when a few miles down the road a sierra cosworth has had a blowout and crashed killing the driver, paralysingly 1 passenger and seriously injuring the other.
Now I know we all speed and race about to a certain extent but if the story is true then somebody stuck nails in the ground with mastic in a horrifying way of trying to stop street racers.
Well it certainly stopped 1 guy.
Would of understood had this been in a built up area but it's a quiet industrial estate.
RIP to the driver and hope the others pull through
http://passionford.com/forum/general-dis...phire.html
Smashed up cossie
by Chri5, 06-07-2018, 09:16 AMJust been on 1 of the other sites I use to read this.
On Saturday there was the usual goings on when a few miles down the road a sierra cosworth has had a blowout and crashed killing the driver, paralysingly 1 passenger and seriously injuring the other.
Now I know we all speed and race about to a certain extent but if the story is true then somebody stuck nails in the ground with mastic in a horrifying way of trying to stop street racers.
Well it certainly stopped 1 guy.
Would of understood had this been in a built up area but it's a quiet industrial estate.
RIP to the driver and hope the others pull through
http://passionford.com/forum/general-dis...phire.html