WTB: 911 Engine For Conversion, Yup, think I'm going to do it. Options

[7TPorsh]

So I'm looking at my slightly tired punched out 1.7 and thinking I may want to go the 6 conversion route rather than do the 4 again. Want to price things out a little and if I can make it work, Yahoo!

Through what I know about 6 engines (not a lot) they are pretty much plug and play with a few considerations. i have a 1970 914 so I think I am closer fit than a '73?

I see a couple 2.7 (1976-1978) engines with injection. I see a 2.0, etc. etc. My mechanic says find a 3.0 but I am seeing a big jump in prices when you go over 2.7.

Ideally I would like to find a complete engine that still has life in it. I would rather install a good running engine that has some miles left than buy a shot engine and rebuild it from the git go. Bang for the buck.

I would rather buy here at the world than from an outside party and I know a bunch of you guys have engines and lots of knowledge and you hopefully won't take advantage or steer me down the wrong path.

So if anyone has a complete running air cooled 6; preferably larger displacement I am in the market. Most of you guys have businesses or shops and can get low shipping rates so that's another consideration since I'm in the Los Angeles area; local is best.

I see most sell their engines without induction. I think I would prefer carbs over injection since I think they are just way more sexy. Injection is ok if working and complete. Conversion pieces as well.

What have you?

[forrestkhaag]

You will not regret going the conversion route verses another anemic rebuilt 1.7 or even at the 2.3 carbed engine that replaced my 1.7, there is no remote parallel to the 3.0-6 now installed in my 71.

I developed a different mindset when I made the decision to convert to a 6. I collected most all of the parts in bits and pieces and deals where I could find them and while my 2.3-4 was running fine, i acquired the SC core in barely running (only needed valve guides maybe) condition for a grand in a shop in Huntington Beach. It was missing the fan shroud but otherwise was complete down to the new plug wires, dizzy cap and rotor... I sold the 911 tin and made my 6 tin out of carbon fiber for 52 dollars... flexible and stronger than the metal version and looks cool (a very important issue) I tore the engine to every nut and bolt (do this yourself and you will learn how and why a torque wrench and very specific basic knowledge and understanding of metallurgy is essential to understanding how air cooled engine differ from their more brutish water cooled brethren.

While collecting parts, I was refereed to a vintage builder of 911 performance engines in the bowels of Los Angles and obtained a three digit flat rate to walk me thru the build process on an engine stand in his shop / which, by the way, had the tanks for cleaning, the space for storing the disassembled engine parts, and most importantly, had the knowledge to guide me thru the process step-by-step. He bought the parts at a discount thru Pelican and insisted on things like Carrera oil fed tensioners, new sprockets and chains, all new bearings and seals - accept the nose bearing (no stress there to speak of) - and we went at it in four two-hour sessions at night in the worst part of LA behind a gauntlet of razor wire and tin siding fifteen feet tall.........

Heads were reworked ported and ploished with new valves, springs, guides etc by a shop in LA.
KEP supplied the Stage II clutch package / all works fine.

Perry Kiel did my wiring harness which was (is) flawless / with excellent support along the way to the installation

Rich Johnson supplied the motor mount and shift linkage rod and accelerator linkage kit / all perfect in form and function/

Bruce Stone was (is) a fantastic resource of parts and knowledge / and had in an old cardboard box a set of oil tank, neck, cap, dipstick (NOS) that I purchased upon dusting off / that and a set of unused headers correct for the 3.0 as well.

Other things fell into place and based on where you live, you are near or on top of huge talent in the 911 engine world.

Above all have fun with the process. Soon you will be changing things just to have something to do......... (IMG:style_emoticons/default/av-943.gif) (IMG:style_emoticons/default/beerchug.gif)

[Phil Plummer]

You will not regret going the conversion route verses another anemic rebuilt 1.7 or even at the 2.3 carbed engine that replaced my 1.7, there is no remote parallel to the 3.0-6 now installed in my 71.

I developed a different mindset when I made the decision to convert to a 6. I collected most all of the parts in bits and pieces and deals where I could find them and while my 2.3-4 was running fine, i acquired the SC core in barely running (only needed valve guides maybe) condition for a grand in a shop in Huntington Beach. It was missing the fan shroud but otherwise was complete down to the new plug wires, dizzy cap and rotor... I sold the 911 tin and made my 6 tin out of carbon fiber for 52 dollars... flexible and stronger than the metal version and looks cool (a very important issue) I tore the engine to every nut and bolt (do this yourself and you will learn how and why a torque wrench and very specific basic knowledge and understanding of metallurgy is essential to understanding how air cooled engine differ from their more brutish water cooled brethren.

While collecting parts, I was refereed to a vintage builder of 911 performance engines in the bowels of Los Angles and obtained a three digit flat rate to walk me thru the build process on an engine stand in his shop / which, by the way, had the tanks for cleaning, the space for storing the disassembled engine parts, and most importantly, had the knowledge to guide me thru the process step-by-step. He bought the parts at a discount thru Pelican and insisted on things like Carrera oil fed tensioners, new sprockets and chains, all new bearings and seals - accept the nose bearing (no stress there to speak of) - and we went at it in four two-hour sessions at night in the worst part of LA behind a gauntlet of razor wire and tin siding fifteen feet tall.........

Heads were reworked ported and ploished with new valves, springs, guides etc by a shop in LA.
KEP supplied the Stage II clutch package / all works fine.

Perry Kiel did my wiring harness which was (is) flawless / with excellent support along the way to the installation

Rich Johnson supplied the motor mount and shift linkage rod and accelerator linkage kit / all perfect in form and function/

Bruce Stone was (is) a fantastic resource of parts and knowledge / and had in an old cardboard box a set of oil tank, neck, cap, dipstick (NOS) that I purchased upon dusting off / that and a set of unused headers correct for the 3.0 as well.

Other things fell into place and based on where you live, you are near or on top of huge talent in the 911 engine world.

Above all have fun with the process. Soon you will be changing things just to have something to do......... (IMG:style_emoticons/default/av-943.gif) (IMG:style_emoticons/default/beerchug.gif)

Hello Ive installed a 3.0 in my 914 is there a proper site that shows tach hook up?
Thanks Phil