Bee Jay's 914-six Conversion, The car just burned down! Options

[Bee Jay]

I'm baaaack.
Hi everybody. Maybe some of your remember me. I was very active on the 914 forums about ten years ago. I rebuilt my 1.7 fi 73 914 into a Dell Orto carbed, high compression, big cammed, 2.0 liter. Tom Gould, Wayne Dempsey, and I built the motor in Wayne's Manhattan Beach apartment garage. Gill Paszek helped me with the five lug conversion, and numerous other projects like a passenger footwell sub woofer. I also mounted BMW 320i front brakes, thru the body roll bars, and fuchs replicas. I had the engine compartment and body painted Gaurds Red. John Larson of West Coast Garage rebuilt my 901 tranny and helped me keep the car running, cause I drove it like I stole it.
Driving the car was a blast for the past ten years. I blew the engine twice, once with a blown head gasket, and another dropped valve seat, (my second). EMS wanted $800 to fix the head this time, so I decided it's time. I've been wanting to do the six conversion for over ten years, so I'm finally going to do it. I actually started a few months ago. I thought I should do a conversion thread. Six conversion threads used to be very plentiful, but I don't see so many anymore. I would appreciate links, cause I'm gonna need a lot of information, advice, and of course, parts. Here is the car now, well I've removed the 2.0 liter motor.
Bee Jay
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[IronHillRestorations]

AFA cutting the ribs off the lower covers, I've never had a warping problem. I kind of rationalized that cutting only part of the ribs might provide more of a chance for warpage, since you won't have the same thickness across the cover.

AFA cutting them down, the surfacing sander does just fine, as .001 precision isn't required. But I don't do it, the machine shop does it. It works fine to surface heads, so I guess it'll do fine for that application, and it's cheaper than having them milled, which I've also done.

If you paint or powder coat them and then take the ribs down, it gives them a nice look, but what do I know? This is just what has worked for me. If it's your engine you do what you like.

Sorry, I don't do ribs Cap'n, wish I could. There's one or two places in TN that know how to cook ribs.

[Bee Jay]

Sorry, I don't do ribs Cap'n, wish I could. There's one or two places in TN that know how to cook ribs.

I've heard about TN barbeque, please send my harness wrapped in it. In exchange, I could send you some Santa Maria style barbeque.
Porsche content: I just got this note from my friend Gill. I must point out that one of my other hobbies is collecting 1/18th die cast cars.

Bee Jay,

I did some research last night. Early 3.0 engines had their cam retarded 6 degrees compared to later ones (like yours). So, don’t mess with the cam timing. Bruce Anderson’s book has a recipe for a nice street 3.0. First, replace the stock exhaust (catalytic converters, etc) with an early (pre-1974) exhaust and muffler. You have effectively done this with the headers you bought. Then, replace the CIS with Weber 40IDA 3C carbs:



· 34mm venturis

· F3 emulsion tubes

· 160 main jets

· 175 air correction jets

· 65 idle jets (you may need to go bigger if you experience lean surge)



You will need a 1978 or 1979 distributor (no vacuum advance) or recurve your 1980 distributor. Buy a distributor rotor with a 6500 rpm rev limiter. The result is a strong engine with a flat torque curve: 210 hp at 6000 rpm, 200 ft-lb at 4500 rpm. These figures come from a dyno pull, not wishful thinking.

If you don’t have a copy of Porsche 911 Performance Handbook by Bruce Anderson, you should buy a copy instead of another 1:18 toy car.

-GILL

[patssle]

I've heard about TN barbeque, please send my harness wrapped in it. In exchange, I could send you some Santa Maria style barbeque.
Porsche content: I just got this note from my friend Gill. I must point out that one of my other hobbies is collecting 1/18th die cast cars.

Bee Jay,
Then, replace the CIS with Weber 40IDA 3C carbs:

· 34mm venturis

· F3 emulsion tubes

· 160 main jets

· 175 air correction jets

· 65 idle jets (you may need to go bigger if you experience lean surge)

I have a 3.0L that I will be converting to 40IDA3C carbs, and I have researched what others are running, here are my findings:

34mm vents
155/160/165 main jets
175/180 air correction jets
55/60/65 idle jets
F26/F3 emulsion tubes

Seems more lean towards the F26 emulsion tubes than the F3s.