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3 hours ago, clutch-monkey said:

i have the adaptors for jenvey ITB to 964 intake under my bench somewhere..

Sam,

Comments like that don't help me you know! 😊

 

Afforded a SC owner a drive of it yesterday after the monthly C'n C.

He came back with a grin.    

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1 hour ago, Peter M said:

 

Afforded a SC owner a drive of it yesterday after the monthly C'n C.

He came back with a grin.    

 People who have never driven one usually do 😁

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c'est magnifique

 

(and that's about the extent of my knowledge of French 🙂 )

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 I've had the model of this car for a few years solely because I liked the look of it. Great to see the history of it and watch the video again, yet the best part is to watch the original driver in his 70's driving like he stole it! 

20191012-114631.jpg

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That video reminded me that Grant's Grp 4 build was also an inspiration at the time. 

Based on a UK 3.2, the engine modifications are surprisingly modest I think compared to the rest of the car. I think that was deliberate to showcase what can be done with the standard engine without incurring to much cost as most 3.2 owners appear to be tight arses to the extreme when it comes to modifications:

  • 3.4L piston and barrel set to run 10.3:1 compression ratio
  • Remapped Motronic ECU set up to run on 98 RON fuel
  • Custom cams
  • Extrude honed manifold with larger throttle body
  • Lightweight valve spring and retainers
  • Complete rebuild right down to the crank with blueprinted assembly

https://autohaushamilton.com.au/news/the-autohaus-hamilton-911sc-group-4

 

I've been interested to know what cam's he used but that's never been published from what I can see.  Actually he's been pretty coy about the engine full stop!  This video somewhat explains the commercial imperative behind the coyness:

 

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Run of out room in your Guarantee and Maintenance booklet to show servicing records?

You're not alone and for me the prospect of paying a $125USD for another booklet wasn't that appealing.

Many places like Autohaus just staple a couple of new pages that they make up themselves into your book so they can continue to record  services but the form they use reminds me of my old primary school reports. 

So with a bit of playing around in Excel,  a sheet of A4 beige coloured paper that after printing can be cut in half to give the right size, gives me another 24 blank spaces. 

So at one service a year (< 10,000km), I'm fixed up to 2043!  

2EmSIvh.jpg

 

Being Excel allows most people to fiddle with the size and edit to their hearts content if they wish. 

 

Maintenance Record Porsche.xlsx

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Who's Benny?

Ben Perry from Benchmark Solutions in Gateshead, just south of Newcastle:  https://www.facebook.com/BenchmarkSolutionsAU/?tn-str=k*F

In the last week one car he tunes won the NSW Rally Championship and another won it's class at the World Time Attack Challenge at Eastern Creek so he knows his stuff.

Andre interviewed him at last year's ATAC about the car that was successful this year:

 

While WRX's and Evo's are his bread and butter, he has tuned about half a dozen 911's now, including a  2018 Gunnedah Week of Speed class winning turbo 911 and is interested in doing more because he likes them.  Would I recommend him?  Yes. 

 

 

 

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IMG_1372

Two years ago a run up the Oxley Highway was the inspiration for the modifications described in this thread.  On the weekend I had the chance to retrace the run with most of the same people and many of the same cars.  No Lambo this time though but had a Mk1 GT3 as a substitute.  This time I found I had enough power to keep up with the modern cars, especially if I went down to 2nd for the 35 kph advisory corners.  The engine was tractable and responsive and with the air flow modification to the airbox lid, now has a glorious induction roar above 3,500rpm.  It went well enough for my purposes that I'm now not in any great hurry to enlarge the throttle body. 

Only issue experienced was a missing throttle return spring that often resulted in a high and inconsistent idle speed.  A call to James today should have another ready to fit later this week.  Getting RBT'ed with the engine at 2,200 was a little too conspicuous for my tastes!

The Potenzas RE003's still impress.  When warm they work great and take some effort to get hot and squirmy.  The rears were well behaved, always progressive and gave no surprises.  Many use R spec tyres but I don't think that's a great idea on the street.  I want plenty of warning of loss of traction!  Plus I like driving in the rain and don't particularly like noisy tyres either.  In the tighter corners particularly, the lack of tyre width, caster and camber show up clearly compared to modern cars.  But for an essentially 56 year old design it's not to shabby at all and a hoot to drive.     

Even the air con worked well! 😊 

 

 

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Ben has also tuned my last 3 turbo 911's. Every single one of them has won its class in the 1,000mtr events. 

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A bit of a write up on Goldberg and the engine here:

https://www.enginebuildermag.com/2019/06/eotw-air-cooled-flat-six-twin-plug-3-4l-porsche-911-engine/

On this 911 engine, Goldberg used titanium connecting rods, rockers and a straight cut intermediate gear all from Pauter. The engine also has CP pistons, Mahle Motorsport cylinders, Dema Elgin cams, Kinsler injection, and a MoTec M130 ECU and a MoTec PDM30. The rest of the parts in the engine are Porsche

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Installing the missing throttle return spring wasn't too arduous.  Still a pain in the arse as it is located under the intake manifold but better than I expected.

i2SZItE.jpg

The AFM delete tube 3D printed by Benny.  I replaced the airbox as the one on it had a couple of broken tabs and I happened to have a spare that I bought to modify but didn't need to in the end.

LV9eEUQ.jpg

A few discretely bored holes in the air box lid reduced the pressure drop at WOT to a similar level to no air filter at all.

 

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And a pillow with a pretty pink pillow case in case you need a nanny nap half way through.  You think of everything Peter

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Guys in this thread seem very informed. Does anyone know of a good suspension place in Melbourne? Am planning to get some Kw v3 ‘s put into my 3.2 along with refreshed bushings. I normally get my work done at Porsche Melbourne but suggest they will baulk at doing something so far from stock. 

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1 hour ago, cafe_racer said:

Guys in this thread seem very informed. Does anyone know of a good suspension place in Melbourne? Am planning to get some Kw v3 ‘s put into my 3.2 along with refreshed bushings. I normally get my work done at Porsche Melbourne but suggest they will baulk at doing something so far from stock. 

café,

I can't help but reckon @hugh and @Harvs11 would give you the good oil.

I'm interested in what you do to yours as I plan to do a bit of a tidy up of my suspension in the future.  All I've done to date is turbo tie rods, Bilstein's and rear torsion bar bushes.  I've kept the standard ride height as I don't want to be fearful of driveways, cattle grids and gravel roads. 

@Tips has recently done a fair bit of work to his and it would be interesting to hear the detail of this work and the results.

I recall there was a good thread or two on the 3.2 KW upgrade on Pelican Forum:

http://forums.pelicanparts.com/porsche-911-technical-forum/977089-kw-suspension-74-89-911-a.html

http://forums.pelicanparts.com/porsche-911-technical-forum/1020341-kw-v3-adjustable-dampers-g-model.html  

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On 02/11/2019 at 21:20, Peter M said:

café,

I can't help but reckon @hugh and @Harvs11 would give you the good oil  

I’ve  got nothing to add here.  I’m still running original springs and dampers. 

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On 02/11/2019 at 21:20, Peter M said:

café,

I can't help but reckon @hugh and @Harvs11 would give you the good oil.

I'm interested in what you do to yours as I plan to do a bit of a tidy up of my suspension in the future.  All I've done to date is turbo tie rods, Bilstein's and rear torsion bar bushes.  I've kept the standard ride height as I don't want to be fearful of driveways, cattle grids and gravel roads. 

@Tips has recently done a fair bit of work to his and it would be interesting to hear the detail of this work and the results.

I recall there was a good thread or two on the 3.2 KW upgrade on Pelican Forum:

http://forums.pelicanparts.com/porsche-911-technical-forum/977089-kw-suspension-74-89-911-a.html

http://forums.pelicanparts.com/porsche-911-technical-forum/1020341-kw-v3-adjustable-dampers-g-model.html  

Thanks for the links mate, some great reading in here.  It seems the setup and install are just as important as the products, would be great to find a porsche suspension guru in melbourne who can help get the best out of it.

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Brake Upgrades?

Everything you need to know plus more:

http://forums.pelicanparts.com/porsche-911-technical-forum/159802-ultimate-brake-upgrade-page.html

I think 3.2's are pretty good standard if everything is in good condition.  My old white gold 3.2 had great brakes with wonderful feel.  They had been extensively (and expensively!) rebuilt just before I bought it because one caliper seizing due to lack of use.  The red car isn't as good so I have some work to do.

 

Strut Braces?

Probably not as effective as you think for a torsion bar car on street tyres.  Interesting read here with some quantitively testing rather than the usual forum hearsay:

http://forums.pelicanparts.com/porsche-911-technical-forum/1018553-strut-bar-benefit-testing-before-after.html

 

 

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Horsepower Wars or Just Wishful Thinking?

I've been following this thread with interest over the last few weeks with some amazing dyno numbers coming from various 3.2SS and 3.4 builds:  

http://forums.pelicanparts.com/911-engine-rebuilding-forum/1043400-3-4-dyno-chart.html

With differences between corrected and uncorrected hp figures of 40 and 50hp, a mix of engine and chassis dynos using undisclosed correction factors for drivetrain losses, it all becomes a bit unconvincing in the end.  Not saying a wild cam and 6 ITB's isn't the way to big power but with no reference to reality its impossible to compare engines. 

I've noticed that these high US horsepower often discourage local engine builders from posting their dyno runs even though Mainline dynos, albeit with their very conservative readings, are very common and give very consistent information.  I think that's a pity as it would be very useful to see the effect of modifications on each other's engine builds, particularly the shape and area under the torque curve .

Andre gives his take on dyno numbers:

 

 

 

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On ‎11‎/‎10‎/‎2019 at 22:15, Peter M said:

Not a 3.2 but a favourite video that is well worth multiple views:

 

That was terrific to watch the car sounded amazing . I rode that section of the rally with some mates this is us at the start . Thanks for posting it brought back some memories

IMG_2819.JPG

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Didn't know that much about EFI and tuning before all this started, except for rebuilding a CIS in a Volvo in the late eighties... this is actually the only reason I've never considered buying a SC!

Sal Carceller recommended these Greg Banish books which I've found useful to understand the basics:

JksIVlN.jpg?3

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