Nditiz1's 2nd 914-6 conversion 1974 build thread, Back to work after the Rallye - oil tank is in Options

[nditiz1]

I figured since I finally started shelling out money I would begin a build thread. No set timeline in mind, maybe by the Sept ski roundtop swap meet??? I hate having a pcar down, BUT I have a Rallye and family trips coming up, plus boating season will be starting, just a lot of things going on. I may try to do some vids of the build as those are always helpful to me. Raw footage of me in boxers and flip-flops dropping an engine and trans is always a treat (IMG:style_emoticons/default/cheer.gif) ....Ok, enough blabbing on about life, down to the meat and potatoes.

1974 Ivory White 914. Going to assume it was a 1.8, by it not having fog lights. Idk, I just came up with that theory. "You know Nick, some of the 914s in 74 could have had the 2.0 without the appearance package" She's a basic B is what im trying to say. Too high of a vin in case you were wondering Jeff. Bought her off another world member, Don, down in Charlotte. It was sporting a 1.7 dual Carbs setup with 75/76 heat exchangers and a monza muffler. Black Forest racing did some rust repair years ago, back half of the floor pans. Anyway, I bought a one way ticket from Baltimore to Charlotte and drove her home. She made it eventually and I did not baby her.

Once home I began to go over everything. Rocking 8 spoke empi wheels, rear reflector bar, primer spray in some areas, cracked targa. She was a driver, but she was mine. I immediately began formulating what my plans were.

5 lug conversion
GT engine lid
Restore rear trunk to factory look, sorry not a reflector bar guy
Drop the 916 front and rear bumpers, not a 916 guy either
Redo seats
Add more gauges
The list continued

So I started to work on minor things, like a breather setup for the engine. During the trip 3/4 was blowing oil everywhere. Upon further inspection the 1/2 and oil fill were leading to atmosphere, soooooo the ground essentially. The hose on the 3/4 side didn't exist (IMG:style_emoticons/default/confused24.gif) I upgraded the gauge lights with leds and swapped in a working odometer. I replaced the rear lenses with euro 914rubber ones - which are mediocre fit at best, big gaps. Removed several useless switches and wiring under the dash. If there's one thing im decent at it's the wiring in these old cars. While playing with the shifter in the garage, I lost all the gears. Jack up the rear, shift console cover full of oil - add that fix to the list - the cone screw came out, easy fix, all gears back.

Decided to do a minor tune-up with new plugs, and carb resetting. Don knew it wasn't right and I have tons of jets for webers. I began making adjustments. I did not however check the valves, I did the timing, not the valves, stupid me. (IMG:style_emoticons/default/headbang.gif) the last voyage I took her on, devastation hit a mile from my house. Kaboom down goes the valve and engine on cyl 3 (IMG:style_emoticons/default/hissyfit.gif)

So i circle the wagons deciding what to do, top end rebuild the 1.7 OR drop in a 6. I have a 3.0 on the test stand currently. That made it less of a challenge, but a lot of work is involved to get everything so that engine can drop in. Money, time, patience. I did it once before and made some mistakes that I hope to not make this time around. So join me on this journey....

The old for sale ad
http://www.914world.com/bbs2/index.php?showtopic=372901

Current state of things:

[nditiz1]

@Root_Werks you are correct. I prefer the OEM mount, not because it's OEM, but because it just seems simple to install. I am going to run the stock square mount instead of the wevo like on my other conversion.

@Dion thanks! I plan to see you in 3 weeks at RR5.

So I made a little more progress on the 5 lug conversion. Both bearings and hubs installed. Not a difficult swap. I ordered 1 912e/early 911 solid rotor. I installed it and bolted up the caliper. At first it wouldn't go on with the backing bracket in place. I needed to remove it so the caliper would fit. Maybe I dont have the hub fully pressed in. Once I removed the bracket it just barely fit with about .004" clearance between the caliper edge and the face of the rotor. I remember removing the backplate on my other conversion and having to use washers. Ian's vid says you can use the drive shaft torque to bring it all into spec. I will try this as ultimately that is what's needed.

While looking at the condition of my rear calipers, they are functional but tired and I noticed a torn boot. Off to PMB I thought. Then I had an idea. The front SC calipers I will be running were already restored and I had a rear set of 911 ones (well had a rear set, 1 was used in my last 912e project). I thought for a sec I could have PMB restore just 1 911 one i have and id be set. I didn't have a working parking brake now, but would like to have one in the future. I researched what was needed to do the conversion and conceded the idea of using the 911 rears. While searching on fleabay for possible refurbished ones I came across PMBs ebay store. $200 for a set of early rears, no core needed, no wait time, I'm sold (IMG:style_emoticons/default/beerchug.gif)

Even though my car is a 74 someone had already swapped to early calipers as I only have 1 bleeder on them.