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Buchanan Automotive

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  1. Hi Merv , all good , as Coastr has mentioned above , there is lots that can be done , it all comes down to how much does one want to spend . Regards Bruce B
  2. Hi Merv , the problem with internet forums in regards to posting a picture or a screen shot from a movie without a following explanation in regards to its context can get completely lost in translation ( I have no idea at all what you are tying to imply ? ), you will often find its better to stay with the technical subject at hand and leave it at that . The information I provided ( for free ) is so you or anyone else can gather basic background technical info about what they are actually dealing with , that way ( knowing more about the basics of a given subject ) can save you a lot of time and MONEY in not having to work out( understand ) the basic flaws the HARD way , meaning you are not having to spend twice as much time and money when you do not need to ( going around in circles ) , this could be about lots of subjects , but the basics remain , it helps enormously to know what you are dealing with . Another basic bit of info that you need to know } A ) the 911 series up to and in including the 1989 year model 3.2L NA & 3.3 Turbo is that the car itself going right back to the early 901 ( 1964 ) , was never ever intended to have A/C , which was extremely common with nearly all car makers in the 1960's & even the 1970's as car makers struggled to get any 1960's / 1970's automotive A/C equipment / parts that would even vaguely fit and nearly all the 1960"s automotive A/C compressors were very large and extremely heavy & would vibrate hence why the use of lots of steel ( more weight ) was ended to just keep the heavy A/C compressor on the engine , it was all a terrible compromise , but that was the 1960's and 1970's & 99'% of cars available to have A/C as an expensive option were all " Non Integrated ", meaning they were true "Add Ons " and thats how Porsche did optional A/C on the 911 up to 1989 & the 924 , 931 & the 944 series up to 1985 , all these cars had remote A/C evaporator assemblies & all of them interfered terribly with the passenger leg room Note } Non integrated or sometimes called "Under Dash " accessory A/C was extremely common on Australian cars here in Aus all throughout the 1970's and because the the Holden HQ or Ford Falcon XW / XY / XA etc ( with common bench seats ) had heaps of room for the famous Mark IV A/C system and it worked really well because there was a heap of room for everything and a massive radiator with a massive grille ( air intake ) at the front of the car where you would fit a MASSIVE condenser in the air flow , it was all basic kindergarten Physics Note 2 } Integrated A/C means that the A/C evaporator and all its plumbing & fan + TX valve and de icing switch is mounted into a purposely designed and made heater / climate control box that in mounted in the dash ( this has to be designed in the early car design ) & this gives a very short path for the cooled A/C air to travel to the vents & will naturally give the passenger a lot of leg room ( all very neat and tidy )because the evaporator box is NOT in the passenger foot well Note 3 } The 911 series > 1989 had no front grille / air intake to a place where you could install a large A/C condenser , there was no room and hence no air intake , hence the compromise of a tiny horizontal front condenser & another one on the engine lid ( other end of the car ) Note 4 } The first road car I can think of that Porsche designed from the ground up with A/C to be built into the car ( integrated ) was the Porsche 928 series , designed in the very early 1970's & first production in late 1977 ( 78 year model ) A/C was standard and hence integrated B ) We can thank the Japanese manufacturer's like ND etc for perfecting smaller and smaller alloy multi piston and very efficient / smooth running A/C compressors which over time got even better and in some cases cheaper due to mass production & the Japanese car companies were the first to have inexpensive & reliable integrated A/C as a factory option , these mid 1970's Japanese cases often rusted away long before the excellent A/C event thought of giving up working , it was a mild shock & a bonus ( in the long term ) to the European car makers how the Japanese were becoming the go to experts in Climate control / A/C for cars , basically the Japanese A/C designers and manufacturers took us all out of the cave man era of automotive A/C Regards Bruce B
  3. Yesterday , Eastern-Creek , Gardner 3.93 km circuit ,SS no 6 for 2019 , some in car video footage from Sean Buchanan's 3.0L road car on "R" specs , having fun with some GT3's etc } And Mark very kindly sent us some in car video footage from his GT3 of the same session } Regards Bruce Buchanan Buchanan Automotive
  4. That speaker is still available through Porsche if a repairer falls through. From memory pretty cheap Regards Sean
  5. You look so close to finishing it Matt, you may get a better dollars for a complete car no? Regards Sean
  6. Yep you are correct , the early 3.3 Turbo up to 1980 had a spacer on the front ( 477 501 701 = 21mm thick ) , from 1981 to 1989 the 3.3 Turbo or the factory wide body had no front spacers , meaning Porsche did it properly ( 1981-1989) and made a dedicated front hub so a spacer was not needed , memory can get in old age gets a bit fuzzy at times & I mainly worked on the 81 > Turbos & you get used to seeing no spacer I must admit it does seem quite strange seeing a car maker using a spacer on the front , most people just would not believe it
  7. Simple answer is NO for the front , Porsche never sold a wide body ( 911 Turbo ) 1978-1989 or a wide body ( Turbo Look ) 3.2 L NA with spacers on the front , just didn't happen as they are technically illegal on the front axle of cars sold to the public On the rear , the 3.3 Turbo or the factory M491 option ( Turbo Look 3.2L NA ) had a modest factory rear spacer of 28mm thick ( 930 331 611 06 )
  8. The 3.2 L engine under tray , It was a factory fit for only 2 countries ( that I am aware of ) Part number 930 119 007 01 Countries } ( Aus ) = Australia & ( CH ) = Switzerland , it was the Swiss noise regulations that these under trays were designed to help make the car comply & Australia got them as well , probably because the ADR rules for Australia may of been interpreted by Porsche as being near as strict as Switzerland Years installed } 1987-1989 ( inclusive ) & only on the 3.2 NA engine ( not the 911 Turbo ) and besides, Australia did not receive the 911 Turbo anyway from 1986-1990 From memory , the early 1987 version had no extra high temp sound insulation stuck onto the inside of the tray , but the 1988 & 1989 ones had the extra ( noise control ) high temp sound insulation ( black padding ) glued to the inside of it & this extra insulation would soak up the oil leaks ( until saturated ) and caused extra oil smells with the engine hot & more customer complaints when the cars were a few years old & then there was plenty more that were ripped off / cracked / torn by the owner reversing into things & they were just discarded Also in hot weather ( with the tray in place ) the engine temperature in city driving or high RPM spirited driving , would and could get very very high , because the tray was an air restrictor in its own right . The 964 also received a under engine tray 964 119 029 04 or 31 , but was far more elaborate & like the above cars , within a few years from new they were removed permanently as well
  9. Session 2 and 3 from the weekend. No data in the 2nd session as the GPS went a bit weird. Had a good run with Mark in his 944 turbo. Regards Sean
  10. Yesterday , Eastern Creek Motorsport Park ( North Circuit ) , cold and windy conditions but fine with no rain in the day except in the early morning before the event , 48 cars entered in the PCNSW Supersprint no 5 for 2019 and being School Holidays ( NSW ) not everyone could make it to the SuperSprint ( usually 65 + cars ) , but this meant that the Speed group sessions would and did roll around quite quickly as the less number cars meant more track time for the individual competitors . The North circuit is a cut off section of the original GP circuit (which on the day) gives two different car clubs the ability to hire a race track at Eastern Creek on the same day & each individual track hire is much less expensive than hiring the entire GP circuit for the day , the North circuit takes in the fastest sections of the GP circuit , including the main straight , the other track is the South Circuit ( quite small and very tight ) The North circuit has a very tricky section where the track is ( temporarily) joined up , corners 4 & 5 , its very easy to loose the back end of any car coming out of 5, and then slide sideways and then backward towards the wall ( any wall ) and this happened to lots of drivers yesterday , particularly in the early morning when the track temp was very low & the tyres ( grip ) was much less , luckily by the time we left the circuit ( just after lunchtime ) no one had hit the wall On the first session of the day( lap three I think ) , speed group 1 ( fastest cars ) a 991.2 GT3RS had a rear tyre blow out going through the last corner that leads onto the main straight and this GT3 was directly in front of Sean in his 951 & Sean mentioned that is was quite a sight at the tyre partly disintegrated , we think this GT3 drove over a ripply strip & if you are unlucky this can be the result , luckily the driver was ably to keep control of the now very unstable GT3 and bring her to a standstill , with little other damage( we think ) than a new tyre needed & possibly a new centre lock Porsche wheel It was great to see both Mark Bloxham 3.0L 8v 1986 944Turbo ( Mexico Blue ) & Sean Buchanan 3.0L 16v 1986 944 Turbo ( Black ) mixing it up on the track with the other GT3's . Interestingly , in the top 25 places, Sean Buchanan's 1986 951 & Mark Bloxham's 1986 951 were the ONLY last century Porsches to make it into the the top 25 And then if we remove the 996GT3 in class OA = racing slicks , then Sean's 951 came 4th outright for the day on "R" spec tyres & is probably the only Porsche in the top 20 + that drives to work every day as well , because its just a 33 year old road car with a gear stick / clutch pedal & no ABS and no traction control Here are some of the times in regards to the Porsche's competing } 991 GT3 RS 4.0L Class= 1P Laps 48 1.08:1110 991 GT3 RS 4.0L Class= 1P Laps 29 1.08:3360 996GT3 RS 3.6 L Class= OA Laps 29 1.08:6000 981 GT4 3.8 L Class= 2A Laps 35 1.09:1510 951 ( 944 Turbo ) 3.0L Class= 1A Laps 16 1.09:4720 Sean Buchanan 997 GT3 3,9L Class= 2A Laps 36 1.09:5760 991 GT3 4.0L Class= 1P Laps 49 1.09:6840 991 GT3 4.0L Class= 1P Laps 46 1.09:9880 997 GT3 Cup 3.6L Class= OA Laps 49 1.10:1140 951 ( 944 Turbo ) 3.0L Class= 1A Laps 34 1.10:1500 Mark Bloxham 997 Turbo 3.8L Class= 2A Laps 23 1.10:6110 Cayman S 3.8L Class= 2A Laps 29 1.10:8480 Many Thanks to all the volunteers who turned up of the day , without you you there would be no Super Sprints or anything else for that matter Regards Bruce Buchanan Buchanan Automotive
  11. Thanks Edgy, Yeah there has been a big jump this year to the new gear, they are significantly faster too. Previous models were always a little bit better then the last but the .2 GT3's seem to have found a bit more then usual. Good to see quite a few GT4's out there too, these seem to be very capable. It would be cool to see your GT3 back out on track.
  12. They are 2 different types of cars and when we run with them you can see where both cars have their benefit. At SMP a good driver in a 997/991 GT3 will gain on us through turn 1 and under brakes into turn 2 . The 944 has the edge on the exit of turn 3 through 4 and 5. We are slightly quicker over corporate but loose out on the braking zone into turn 8. We are very close on exit speed and through turn 9. The GT3's get a little more grip on the entry to the main straight but when we run full power we will catch them back down into turn 1. At wakefield we have more speed but the GT3 seems to be a bit more stable through turn 1, it could be me backing off a little. hill straight we pull away and we have a really good advantage over the top left, Right , right and down the hill. The GT3 will catch up under braking for the fishhook and we stay pretty even until the straight again. Macpherson strut 😁 Previously Motons, but now MCS suspension and some compromise street/track springs. We sent the Motons away last year for servicing and they will go on our dedicated 944 turbo track car when we find time to build it. regards Sean
  13. A Video from the weekend. We got 2 sessions in as our sister car had some issues and we decided to get it back to the workshop. fortunately just 2 pulled head stud threads so an easy fix. We are not running the power we have in previous years bringing the boost back to 1.2 bar. We will turn it back up in time but we have made so many changes since last year that we are still in the tuning stage with suspension and LSD. Car felt great, conditions were pretty much perfect should have done a few more laps but we were happy with the 1:05.1. Regards Sean
  14. Yesterday , round 4 of the Porsche Club NSW Supersprint at Wakefield Park , minus 2 deg cel at 6.50 am , fine dry conditions , but a bit cold and a bit slippery until mid morning when a bit of sun warmed the track up a little , 45 cars entered which is a good number for a Supersprint at Wakefield . Sean Buchanan ( as an experiment ) set up his 4 plate LSD to a 80/80 setting , which at lower speeds and or entering corners wants to push his 1986 3.0L 951 into under-steer , but gives a much better drive out of corners , and like all forms of motor sport just about everything is a compromise and experimentation is essential , Sean said that on the first session the rear tyres felt too cold so coming out of corners he was power sliding which looked quite spectacular , but is not inducive to a super fast lap time ( but is a lot of fun ) , on his 2nd session out on the track ( later in the morning ), Sean clocked a 1.05.1240 ( even in traffic / other cars in front ), which is all he wanted for today & because he had to get back into Sydney by mid afternoon , we called it a day before lunchtime and I think his 951 ( being 33 years old ) and about 30 years older than most Porsche 's he is competing against was most likely the fastest Porsche competing that is just a road car that drives to work 6 days a week and doesn't even have ABS , the only thing he takes out his car for a Supersprint is the rear carpet and his Golf bag Here are time times from top 12 Porsches competing and the laps done during there day Class Classification } 1P = Paddle-shift transmission , OA = Slick Tyres , 1A = manual trans with "R" spec tyres , 2A same as 1A but a different power to weight ratio Note } late model Porsches with paddle shift , like a 991GT3, up change gears under acceleration in a micro second as opposed to any Porsche with manual trans & it results in much better lap times and less things to worry about while driving 991 GT3 RS 4.0L class=1P 1.03:0960 Laps 37 991 GT3/2 RS 4.0L class =1P 1.04:0890 Laps 43 981 GT4 ( modified ) class = 2A 1.04:2730 Laps 42 991GT3 class= 1P 1.04.770 Laps 54 991GT3 RS class = 1P 1.04.8770 Laps 33 996 GT3 class = 2A 1.04: 9310 Laps 29 951 3.0L ( 1986 ) class = 1A 1.05:1240 Laps 12 ( Sean Buchanan ) 991 GT3 class = 1A 1.05:1400 Laps 53 981 GT4 class = 2A 1.05:2490 Laps 63 991 GT3 Cup class = OA 1.05:7740 Laps 62 997 GT3 class = 2A 1.06:4230 Laps 46 A big Thank you to all the volunteers and officials of the Porsche club who turn up and make these events happen , which out you're effort there would be No events | Regards Bruce Buchanan Buchanan Automotive

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