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Richard Bernau

Gruppe IB
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About Richard Bernau

  • Rank
    Trackmeister

Profile Information

  • Location
    Haxted, Surrey
  • Interests
    Wine, food, music, good times, good friends and family. And cars obviously.

Previous Fields

  • Current 911
    1985 930SE - 3.6, 6 speed, 987 Boxster S
  • Daily Driver
    Mini Cooper S (modified), X3 3.0D
  • Lottery Car
    unknown
  • Most-played albums in your iPod/CD Changer
    Was Foo Fighters, now teenage kids pop music and nostalgic 80s stuff.
  • Day Job?
    Something to do with advising Banks and Brexit
  • Favourite Food
    Increasingly healthy, occasionally naughty
  • Drink?
    Burgundy Reds
  • Drive of your life
    The next European road trip - 2018 Pyrenees

Recent Profile Visitors

1,667 profile views
  1. Richard Bernau

    RB's 930GT

    Santa delivered something red yesterday. Got it home last night. 70+ miles of cold, wet, dark M25 bumper-to-bumper hell in a car with no heater, sh!te 911 headlights and a brand new clutch (still being broken in and feeling weird but improving) that I haven't driven in nearly 30 months. Possibly the most stressful drive of my entire life. Many things fixed as a result of many new problems found. I think the car has been spanner checked about 4 times now. Had a long talk with Steve before leaving JAZ yesterday and we now agree we have a good reliable car that won't crash, catch fire or otherwise self destruct. Yes, all of those were possible given the legacy of the previous mechanical work. Some mission critical stuff replaced since I bought the car have included steering rack, large sections of the loom and fuel lines. You can guess the consequences. But all good now
  2. Richard Bernau

    Lowered 911 Fuel Tank Scrape

    These 2 are lower than that and handle pretty well
  3. Richard Bernau

    3.2 Standalone ECU Project

    If otherwise healthy, you should target c.250hp. Given experience from other chip and exhaust tuned cars, that would be reasonable. Are you ditching the barn door air flow meter and going either mass air flow or throttle position/Alpha N?
  4. Richard Bernau

    Boxster 981 3.4S or GTS

    Agreed with the Turbo bit. I don't really know 997s so well. I looked at them when last in the market, but decided to go poverty pork with the Boxster.
  5. Richard Bernau

    Lowered 911 Fuel Tank Scrape

    Pretty much, but you can't get enough camber to make modern tyres work without lowering. Even with lowering you can't really get enough in the front, though it is better.
  6. Richard Bernau

    Boxster 981 3.4S or GTS

    Tend to agree with this ^^^ 996TT 4wd is a really simple system, but when it did slide and you kept your right foot in, it felt very natural. The front wheels did enough to pull it straight and let you unwind lock at what felt like a natural rate. They are good cars.
  7. Richard Bernau

    Lowered 911 Fuel Tank Scrape

    Anyone who has driven std height 911s and then gone thru the process of modifying them including judicious lowering knows that it is quite easy to make a car that will handle better than factory - see Nige and SilverWT comments. If you have lowered and made the handling worse, then you are doing it wrong. BTW, lowering does not mean sitting on the bump stops. OPs car certainly isn't at its pictured heights. BTW2, club race cars are not allowed custom suspension (generally). Excessive lowering does change the kinematics, but judicious lowering has little/no adverse effect and if you want to really address this, then you use a combo of stiffer torsion bars, sway bars and shocks, resulting in camber and toe change that are actually less than std cars. Bump steer easily addressed with rack spacers. You have a point about lowering, but you have exaggerated it to make a false point. Excessive lowering can make the handling worse, but insisting that factory ride height means better handling than anything else is wrong. Standard can be great, but its not "the best" if the criteria is handling. As you say, the idea is to inform the OP's choice, not narrow his choices down to one. $0.02
  8. Richard Bernau

    Lowered 911 Fuel Tank Scrape

    We actually did this for a circuit car turned tarmac rally 911about 20 years ago and the bar worked very well. It was a 72 911E running on 205/50x15s - so it was much lower than yours - on std size torsion bars and Koni adjustable shocks. It crashed years later with a broken RH fender located oil cooler (non-std from a Mazda RX7) spilling oil all over the RHS front wheel, but that is another story.
  9. Richard Bernau

    Lowered 911 Fuel Tank Scrape

    I am going to be argumentative, critical and helpful in one post. First, there is no way this car is too low IMHO. Factory ride heights are not the be all and end all. Nor will it handle better by raising it. Yes, you can adversely effect the kinematics by lowering too much, but you have to go a lot lower then this car to have a negative effect. Q: have you ever seen an air-cooled 911 race car at factory ride heights? Hint, the answer isn't yes. From the pictures, I would say that the front is actually too high and ought to be lower to benefit from a slight nose down rake. Two, given the ride height is ample, you have to question the driving style. At this ride height, the car should have ample clearance if driven sensitively. Every Porsche I have owned would be lower than this. Yes, my chosen "race-car-like" ride heights have meant slowing down to take bumps at about 2mph, but that is what you get used to and you become wary of anything that looks like a bump/driveway/cambered approach/etc and slow down accordingly. Three, The aluminium undertrays mentioned already would be a perfect solution if you can find one (I did the first group buy). But, you can do it another way for cheap. If you buy something like 15-20mm thick walled steel tube, drill and flatten the ends, then you can bolt it to the front most bolts where the suspension mounts using longer bolts. So it sits across the underside of the car, just in front of the tank For many, the factory towing eye acts as a sacrificial lowest point already, but it only protects one side. With a steel bar bolted in place, you have a bigger sacrificial piece that protects your tank.
  10. Richard Bernau

    Boxster 981 3.4S or GTS

    I had a 996TT with a mild chip tune so it ran more boost. I still have a soft spot for it. Yes, it was fast and relaxed for a long trip, but it also did that trick of shrinking around you and feeling smaller once on a decent road. Weakest point for me was the standard brakes - that was the one area where the extra weight was really noticeable as you were often trying to shed a lot of speed. Go in with eyes open as the deferred maintenance bill on any TTs can be eye wateringly large. I got a year of ownership and only forked out for 2 rear tyres, but I know the next owner and he has spent nothing since, meaning its now needs everything. I suspect many cars will be like that as people have "invested" in TTs and will be low mileage but will also be reluctant to spend type owners. Purely from a driving POV, the 996TT has some appeal over the 997TT - its softer, rolls a little, gives you warning and a bit of slip, feels more agile and lighter, but ultimately slower. The interior is far inferior though and the outside looks considerably older. Even more purely driving, the NA engines in the mid engine platforms take a lot of beating. They are really sensible size, sensible fast, sensible price packages that are sufficiently analog to be highly enjoyable, yet sufficiently modern to tick many boxes of touring, trips and everyday ownership.
  11. Richard Bernau

    3.2 Standalone ECU Project

    Would be good to see pics of the exhaust as well.
  12. Richard Bernau

    3.5L MFI twin plug. 380HP and 330 ft lbs

    A couple of Qs above about the "recipe". On the kiwi "IROC RS", it wasn't revving massively high as it was only on S cams, which are mild for 3.5 litre build. They were peaky on a 2.4 and lovely on a 2.7RS. Jon Waring was the owner, builder and being a mechanical engineer by trade, he was meticulous. The engine had all the right parts, but nothing secret or that you can't do now - best guess it was something like this: lightened and balanced crank, LW Carillo rods, Mahle forged pistons, Ti valve retainers, twin plug, motec. The car used MFI throttle bodies converted to EFI and bored as wide as you could given the need for some wall thickness. Probably smaller than 46mm Jenveys for perspective. Exhaust was fairly standard 3-into-1, equal length stuff going straight back and out through a small silencer on either side, meaning no rear muffler and a separate system per side. That's about all I can remember. The rev limit would have been in the 7400-7500rpm area and peak power would be higher than a 993SS cammed motor, but still in the 6s. Actually, I also recall it made the most hp with the original 2.7RS style airbox with no filter compared to all other filters or no filters options. Some early resonance tuning going on maybe. Also good to note that the car was exhaustively tuned on the dyno - easy with motec - so it was optimised. No doubt you can google the specs on a 3.0RSR motor, but its not so far from above IIRC. I think they had Ti rods, everything lightened, massive valves and the RSR or sprint cams with massive lift, duration and overlap. With MFI dumping bucketloads of fuel in, they only really work at high rpm. Leonard Stolk's green car (the Hulk) that some on here know and have seen at Spa and which I followed for a week in the Alps a few years back, makes over 300hp from 3 litres and when he uses it on the road on say a hairpin, he uses 1st gear and describes it as "chug, chug, chug, waaaahh!!!!" meaning it kind of does nothing until it hits maybe 4500rpm then it screams. He was on 2 fuel stops per day versus one in the 3.2 - say 12mpg vs 24mpg. Leonard's favourite car for the Alps is Woodstock - a yellow 2.8RS motor in an ST type body. He did speculate that the RSR engine in Woodstock might be kind of fun though.
  13. Richard Bernau

    Triumph ITB conversion

    Another great thread. Awesome project.
  14. Richard Bernau

    3.5L MFI twin plug. 380HP and 330 ft lbs

    Great thread! Love it. Remember, its easy (relatively) to build a race engine and makes lots of hp - Porsche were making 330hp from 3.0 litres back in the early 70s with MFI, RSR cams, big valves and very loud exhausts. When I was not long out of University, my mechanic was racing a 3.5 litre IROC rep making a super reliable 350 hp with S cams, EFI thru MFI stacks and first generation Motec. It was not a highly strung engine at all. The secret ingredient in all the air cooled race builds is revs (and £££). Just the same as a GT3 motor - only modern tech gives you more drivability, longevity, reliability economy and less emissions and noise - because science (and witchcraft - obviously). In crude terms, all a GT3 motor does vs a cooking water cooled motor is rev higher and keep breathing at those high revs. Follow the proven recipes and hp follows. What is more difficult (as we have seen on some of our favourite rebuild threads) is when you try to do something different, particularly when you want a nice friendly street motor. If you start with a 3.2 and patch stuff onto it (even lots of good stuff), you still end up bumping up against limitations. If you start with a clean sheet and build everything to run efficiently at 8000rpm, then you will make tons of hp. And some compromises. Still, lovely to see cool pics of high power, old school, air cooled stuff.
  15. Richard Bernau

    Alex's overdue front suspension refresh

    Point taken - I slightly misread your comment.
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