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Posted by: sixaddict Apr 26 2023, 07:30 PM

Restoring a matching numbers six.Wondering what upgrades
are acceptable…
Such as oil fed tensioners and engine head studs all for reliability.j
What’s the general feeling since these are not s”period correct”.
Thanks

Posted by: mepstein Apr 26 2023, 08:25 PM

Steel head studs are perfectly fine (and sometimes preferred) for a stock or modified motor. Some of the aftermarket head studs are only for aluminum cases since they use much higher torque specs.
Porsche didn’t always get it right the first time around and changes like tensioners are a worthwhile upgrade. You won’t go to Porsche hell if you use them on a stock engine.

Posted by: DennisV Apr 27 2023, 05:30 PM

This is a tough one to answer. I think you will get a lot of opinions, and some of them valid.

I'm in a similar boat. After a lot of consternation, I basically decided that modifications that Porsche made to improve safety and reliability were acceptable. I went through the tech / service bulletins, https://bowlsby.net/914/Classic/Recalls.htm, and engine enhancements / evolution found in the Bruce Anderson and Wayne Dempsey books. My "acceptable upgrades" list ended up something like the following, in no particular order:

• Stainless steel fuel lines
• Carrera chain tensioner kit
• Pressure fed chain tensioners
• Case savers
• Aluminum valve covers
• Chain tensioner idler arms
• Engine tin air baffle mod

Other than the stainless fuel lines, it is doubtful that anyone but you could tell the above was done. An eagle eye might notice the Carrera tensioner kit due to the oil line fitting?

While I think a lot of people would have modified the head to take larger piston cylinder set, we left ours at 2.0L.

FWIW-Ours is a original 914-6, with numbers correct (but not numbers matching) engine and transmission. I did a complete teardown on the engine. Transmission was sent out and put back rock stock.

Posted by: sixaddict Apr 27 2023, 06:40 PM

Thanks
Your are pretty close to my plan.

Posted by: sixaddict Apr 27 2023, 06:47 PM

Mark
Curious…..does that mean I still need to replace head studs but using stock/OEM
Not positive and want to br sure especially with your experience.
Thanks

Posted by: mepstein Apr 27 2023, 07:00 PM

I have an engine builder on staff who knows details better than I do but my opinion is that if your head studs are in great shape without any corrosion, reuse them. If they have rust, corrosion, pitting, etc, replace them with steel studs. If you need to replace them, hit the area around the stud and inside the cylinder register with heat from a torch for a minute or two per stud. It releases the locktite and is much easier on the mag threads than just twisting them out cold. Then use a thread chaser -not a tap- to clean the threads. A chase cleans, a tap removes metal.

Posted by: sixaddict Apr 27 2023, 07:40 PM

Mark
Curious…..does that mean I still need to replace head studs but using stock/OEM
Not positive and want to br sure especially with your experience.
Thanks

Posted by: sixaddict Apr 27 2023, 07:44 PM

10-4
Thank you



quote name='mepstein' date='Apr 27 2023, 05:00 PM' post='3074297']
[quote name='sixaddict' post='3074291' date='Apr 27 2023, 08:47 PM']
Mark
Curious…..does that mean I still need to replace head studs but using stock/OEM
Not positive and want to br sure especially with your experience.
Thanks

[quote name='mepstein' post='3074104' date='Apr 26 2023, 06:25 PM']
Steel head studs are perfectly fine (and sometimes preferred) for a stock or modified motor. Some of the aftermarket head studs are only for aluminum cases since they use much higher torque specs.
Porsche didn’t always get it right the first time around and changes like tensioners are a worthwhile upgrade. You won’t go to Porsche hell if you use them on a stock engine.
[/quote]
[/quote]
I have an engine builder on staff who knows details better than I do but my opinion is that if your head studs are in great shape without any corrosion, reuse them. If they have rust, corrosion, pitting, etc, replace them with steel studs. If you need to replace them, hit the area around the stud and inside the cylinder register with heat from a torch for a minute or two per stud. It releases the locktite and is much easier on the mag threads than just twisting them out cold. Then use a thread chaser -not a tap- to clean the threads. A chase cleans, a tap removes metal.
[/quote]

Posted by: DennisV Apr 28 2023, 08:15 AM

Now I'm curious to see your plan... What did I miss?

Posted by: sixaddict Apr 28 2023, 11:04 AM

Nothing.all the things you list are things I am planning to do…
But as the song says it’s a long and winding road.

Posted by: Cairo94507 Apr 28 2023, 04:25 PM

For a different twist, unless you are truly building a Concour competition, 100 point car.... I say make it the way you want and enjoy driving it.

We dropped an '87 3.2 with Motronic injection in mine that has 964 cams, Ben's SS heat exchangers and a Steve Wong custom chip. Converted my original tail-shifter to a side-shifter and geared it to better serve the 3.2. Added a Setrab GT oil cooler up front with the GT hard lines under the driver side rocker. For safety I did a complete set of LED lights from Spoke. I also did drilled/vented rotors with '88 Carrera front and 914-6 GT rear calipers. Finished off with deep six wheels by Harvey Weidman. The car runs and stops. I drive mine and it is not a trailer queen (no offense to those that trailer their cars). I have around 7,500 miles on since the restoration and love driving it.