factory 914/8 in 1972 ???? Options

[SirAndy]

just went to jeff's 914 collection:

http://members.rennlist.com/914_collectibles/

and went to the "914 Rare German Documents" section
where he has a paper about tire/rim-sizes for the different
914 versions. on top of the lists, it says:

914/6 (1970 - 72)
916
914/8 (1972)

which indicates that there were factory /8 in 1972 !!!???!!!

Andy

[Bleyseng]

Babel Fish Translation  
Help




In English:


Eyecatcher number one is the tachometer handing to 10,000 revolutions. On the left and on the right beside it the completely normal 914/6-lnstrumentierung sits; completely on the left of a further reference to the fact that in the engine compartment explosive does: a bang-red switch for the fire-extinguishing system. Further switches for interrupting the electric circuits and for the controlling of the fuel injection system are accommodated on the center console. The chassis is in such a way laid out with harder shock absorbers as well as titanium feathers/springs that it still bears brutal motorizing straight. And also the tyre of the dimension 185/70 VR 15 on standard fox rims moves in view of required engine performance within the extreme range of the Understatement. Better a wolf cannot hide itself under a sheep fur. The first reference to this Ueber-914 by the way is in Stuttgart specialized magazines "car the engine and sport", expenditure 8/1969: "were built there the attempt workers with nostalgia fulfilled to motorize this miracle thing at road-hugging property with a 411-Motor in the 914 nearly all Porsche engines. In the meantime one concerned strong 908-Achtzylinder at over 350 HP. Largest grief of the Porsche Spielzeugfanatiker is that new 4.5 litre twelve-cylinders in the future German people sports cars does not fit." Honestly said: 300 HP of the eight-cylinder were enough to me always. The three-litre engine offers achievement in the abundance - and in each speed range. For the first time me a car disproved the before often used empty phrase: "achievement can one enough never have." But before the engine is ignited, a view is recommended to only open under the hood, as with a racing car,  von outside finally leaves itself wants one to know, with whom one puts on oneself. Like the organ pipes the eight aspirating pipes behind the large Vertilkalgeblaese stand. They seem to wait only for the fact that them pressurize a beherzter organist from the steering wheel. The cylinder heads are from expensive aluminum, the cylinders likewise, exhibit however chromium-plated walls. For piston rods, pins and nuts/mothers Porsche high-quality titanium spendierte. Covers and housings developed from a magnesium alloy. Against enormous heat development at the valves chemistry was endeavored. They were filled for better cooling with sodium. In contrast to 260 Ps-914/8 Ur-figure eight is supplied via a mechanical bosch fuel injection system with fuel. For the Porsche technicians it was not a problem to accommodate the 178 kilograms light eight-cylinder (series four-cylinder 145kg) in the Mittelmotor Kabuff. Only the rear wall to the driver area had to be amended something, around place to create for the blower. The trunk remained up to the presence of the two ignition coils installed there in the original state. They are switched on and off over transistor-steered units, which receive their impulses from a contactless distributor, alternating. With the first ignition key revolution however first times the two  elektrische fuel pumps  stationierten in the engine compartment begin to foerden according to surrend large quantities gasoline to the rear. From the tank a noise penetrates to my ears, which amusing-proves me reminded of defective toilet flushing. Next key revolution, a short footstep on the accelerotor pedal and the sucking in battery begins to get deeply air; among them not less than four cam shafts turn now, ignite 16 candles and rotate tenfold stored crankshaft. After the warming-up phase the idling speed of the doppelzuenders stabilizes with well 2500/min. Still the machine sounds civilian, but as soon as I touch the accelerotor pedal lightly, the tachometer snaps over the ér marking. The running engine answers with fauchende trumpet impact. Slowly I drive over the Zuffenhausener work area to main gate. Some older Porsche coworkers stop ehrfuerchtig; in the rear view mirror I see, how her pointer-end yourself over the orange garnet maintained. Then geht's by the city direction motorway. Gradually I get accustomed to the running clutch difficult to operate. When starting I need to give hardly gas. The 914/8 roll hotter brabbelnd in traffic also. Already starting from 3000/min the "super Vopo" pulls like an ox. With 60 km/h I orbit the highway entrance in the third course, switch back into second and give full power. Dull/musty organs in my back lightning-like trumpet concert increases to that already admitted.  Im Nu huscht those TAC hone aristocracy over the 100 km/h mark. With 110 km/h the engine turns approximately 6800/min, but which comes now, is new: Behind me now a infernalisches running roar prevails. As a turbo engine, which is supplied straight with the maximum load pressure, sets the eight-cylinder suddenly achievement free. The car shoots even at this high speed again powerfully forward "starting from 7000/min is the forward urge at higher speeds like that, as if I with my 914/4 from the conditions with full power to accelerate", I afterwards into my note book wrote. With deafening 7200/min I switch into third, the maximum permissible engine speed from 8400/min wanted I that seven years did not induce racers rather not to zumuten. The transmission gradation is perfect. The connections are in such a manner well co-ordinated that the engine immediately makes achievement available after the shifting process again plentifully. Third accelerates me to 170 km/h, fourth to 210 km/h and the fifth to over 250 km/h - theoretically. Because first of all motorway conditions did not permit a such driving fashion, and secondly I wanted to not too much frustrate the driver Porsche 928 S 4, which I had lost already nearly from the rear view mirror. He could not know, what let him stand so dreadfully. They believe, I exaggerate? Naturally is superior the 928 over 20 years to the old 914/8 in the maximum speed, but in the elasticity and acceleration for it so fast none makes which forwards - also no Porsche Carrera 4, which on a locked airfield against the inconspicuous garnet tried. With a start from the conditions in Dragster manners to 140 km/h the 914/8 kept the nose in front. And also on kurviger highway the Piech Porsche made a good figure even - like a genuine "Vopo". The optimal weight distribution on both axles (47% in front, 53% in the back), obtained by the central engine building method, in addition, made possible extremely high rates of turn, has its Tuecken. Blows, the frontier also only around a millimeter is exceeded: The 914 lightning-like and do not become one any longer controllable brummkreisel break out. Already my 100 Ps-914 me the more frequent in sharp curves in embarrassment brought. The load change reactions when gas taking away are to be plumbed only very heavily into the grasp to wars and best on locked racing courses. There the Piech-914/8 is waived anyway better, than on public roads. Because the running rubbing work is not only noisy loudly, but shows also completely uninhibited that it wants to be well oiled. As soon as ungezaehmte figure eight stands, it wraps itself immediately in dark-blue oil smoke. Also when switching, which can be managed best with double-clutch, the 914/8 greet enormously with a thick OelwoIke from the beer-bottle-thick exhaust pipe. So seen, I am actually whole  froh that my dream of 914/8 reality cannot become. Dreams, which become true, are all too often disappointments. In addition the two 100,000 Mark-914/8 (price in the year 1969) are unsalable. Somewhat differently sieht's there already with the type 916 out, my dream car number two as it were. This car was built 1971 and 1972 - as said - nevertheless for eleven times and failed with a price from at that time approximately 40,000 Marks comparatively low-priced. Allerdings:   Ein Porsche 911 S was almost with scarcely 31,000 Marks against it a special offer. But as simply as 911 could one does not buy this 914-Weiterentwicklung naturally. In addition "only friends of the house" were privileged, were called it in a report of Porsche. Equivalent five 916 reserved themselves the families Porsche and Piech, the remainder went to faithful German customers, as well as into the USA, England and to Japan. In order to free it clearly from the Volkswagen smell to, the Porsche responsible persons gave it the type designation 916. Not only in the price, but also in the optics, equipment and in things achievement should become the 916 a counterpart the Ferrari 246 Dino. In Zuffenhausen the plan matured to build a road version in racing used 914/6 GT with the 86-stuendigen "Marathon de la route" 1970 on the Nuerburgring reached three 914/6 GT a spectacular success and reserved the seats one to three. From  diesen  Rundstrecken racers inherited the 916 the bulligen flared wings. Among them again fox rims with Michelin XVR tire of the dimension found 185/70 VR 15 place. The developers widened the trace in front by 21 millimeters strong spacer pieces on 1391 millimeters. In the back the trace went by 27 millimeters on 1445 millimeters into the width. In addition received the 916 low-lying plastic aprons, into which openings for auxiliary headlights and oil coolers were cut in front. Widenings and attachments give 916 an aggressive, but nevertheless simple appearance to that. The widenings and spoiler were available also as accessories, so that few "Vopo" drivers its normal four and six cylinder thereby did not aufmotzten later. As is the case for the 914/8 of Ferry Porsche the work welders increased with 916 the twisting rigidity by an installed, thickly isolated steel roof. Bilstein Rennstossdaempfer, ventilated disc brakes as well as transverse stabilizers ennobled the sixteen-experiencing work to the High Tech product. As the first road Porsche the 916 an emergency wheel received, because the Olkuehler stressed too much place in the front trunk for a normal spare wheel. The eleven  916 to look so identical like, more or less concern it with them eleven unique pieces. Was inserted what straight was available in Zuffenhausen. Thus some copies received for example a windshield antenna, other one a completely normal. Particularly elegantly geht's in the 916-Innenraum too: Leather and other noble coverings, where the eye moves. The inserted radios were the best with point of blue and Becker of available models. But its true values hides also the 916 under the hood. If Porsche motorized the 914/8 with the then strongest installationable engine from own production at all, the 916 the aggregate from that received 911 S, the most efficient 1971 available internal serienmotor. This six cylinder carries 190 HP out from 2,4 litres capacity. Thus the 916 for 230 km/h and an acceleration from 0 to 100 is good km/h in scarcely seven seconds. But expenditure-provoked is still for a long time not the central engine car thereby. The fact that the 916 in view of his modified body and the widened trace for higher engine performances is thus suitable is obvious. At least two 916-Besitzer rigged their cars later also promptly. After the appearance 911 Carrera of R-S transplanted it its 2,7Liter large injecting he engine with 210 HP into their 916. Briefly before the revalued "Vopo" should be introduced 1971 on that Paris salon, Porsche got cold feet. The Swabia shrank from at a hochpreisigen adventure back, whose exit was uncertain. The project 916 always landed two weeks before the presentation in the drawers - a retreat, which was understandable. While the normal 914/4 (with prices between 12,700 and 14990 Marks) reached in the years 1972 and 1973 substantial production numbers of items, 19,980 Marks of expensive 914/6 straight still poor 543 pieces could be set off in the same period from that. Although the 916 911 S in things road performances loosely in