So these are my notes from the class about 18 months
ago. I oringally posted these to rennlist. There were
corrections (Rich who used to be in Tahoe :-)) that
are included. Errors of course continue to be my own.

----------------------------------------------------------

Alrighty then. Spent a day with Bruce Anderson, Jerry Woods 
and perhaps 14 other insignificant but enthusiastic porsche 
people. (I was among the 14 of course) There was one other
914/6 dude. (his name is in my notes somewhere -- from Santa
Cruz) 

The course is a fundamental 911 maintenance course that is 
tilted dynamically in the direction of the folks on the
course. If you're quite familiar with 911 maintenance, this
may be too basic a course for you. For example, I've never 
done a valve adjustment on my /6 yet. Having Jerry show us
in step by step fashion was very good for me. In fact, got 
hands on experience as well. 'Course, a 911 is quite 
accessible, for the most part. We'll see how I do with 
the 914 skin covering those precious valves. :)

Anyway, we talked lots of compression tests, leakdown tests,
sparkplugs, valve covers, valve adjustments, obscurantics
of Porsche distributors(they start with clockwise, and for
roughly 5 years switch to counterCW, and then back to CW)
for reasons that are unknown (btw Jerry uses Pertronics and 
seems pleased with the results), brakes, wheelbearings, 
changing fluids, ignition wires and (there were way too
many of us carb-dudes to avoid this one:) weber carbs.

On the last point, he has some interesting (and road tested)
ideas. He's not a great fan of fiddling with the idle air
adjustment to synch the carbs. (I was a little surprised at 
this, as all literature I have points in that direction)
He cares more about the quality of the signaling information 
going to the carb, so he'd rather screw the air correction 
jets in all the way (thus removing them from the equation) 
and not introduce poor signaling into the equation. I think 
his comment was something like "I differ from Weber on this --
I consider the air correction jets roughly equivalent to 
drilling new holes in your intake manifold". My guess is
that this works fine with carbs in near factor condition.
(when the throttle plates start to wear, what do you do?)

Other bits: 
- They've used eurometric (sp? -- I can't find a reference
  for these guys) for rebuilding webers. (the ones on mine
  have wear in the bushings of the throttle plates -- makes
  tuning icky -- (btw, icky is not a tech term that Jerry
  uses:) But I digress)
- On the banjo fittings, he uses a thin film of 515 loctite (sp?) 
  to combat the gas leakage problems. 

Oh, the last thing. I got a hint of how the porsche MFI 
setup works. They only used it for 3 or 4 years prior
to '73 but I am completely fascinated, and simply have 
to learn more. (that's not a good sign - I recall seeing
my first /6 and saying similar things...:)

--- other notes ---

Oops. Forgot something.

During the discussion of brake bleeding, there was reference
to calipers with two bleed nipples (top and bottom) as opposed
to (inner and outer). In the case of inner and outer, we are
to bleed the inner first. In the case of top and bottom,
this was done to allow the same caliper to be used on either
side of the car, and the only nipple of consequence is the
top one.

From Bruce:

Eurometrix does the throttle butterflies and Pacific Fuel injection does the 
Mechanical Injection Pumps. 

Eurometrix
Rebuilds fuel injection throttle bodies and carburetor throttle bodies
Matt Blast
228 Boston Road
Groton, MA 01450
Phone/fax 978/448-2557

http://www.eurometrix.ws/