9140430200 914-6 Adriatic Blue restoration Vintage Excellence, this thread covers the restoration of 914-6 #200 Options

[VintageExcellence]

Moving along

[VintageExcellence]

I made a number of changes to the suspension and brakes that were needed.

[Martin Baker]

What paint (brand/type) did you use on the car? Glasuirt? Single stage? Looks great!

MB

[FourBlades]

Great restoration. (IMG:style_emoticons/default/piratenanner.gif)

Love the color.

What are you doing engine wise?

John

[Larmo63]

If Mark is doing it, it IS going to be Excellent!!!

[Cairo94507]

Looking beautiful. (IMG:style_emoticons/default/beerchug.gif)

[pete000]

WOW, nice rescue. This car is going to be epic !

[VintageExcellence]

Great restoration. (IMG:style_emoticons/default/piratenanner.gif)

Love the color.

What are you doing engine wise?

John

I thought about the engine for a long time as it had to be special. The 914-6 really got the worst engine ever made by Porsche and I can not say enough bad things about it. Further they put the previous year 1969 2.0L engine in a 1970 car when they had the 2.2L. The original design needs a total revamp. Anyone who build a 914-6 and does not change the engine output is really not doing it right in my opinion.

I was initially going to do something crazy like a 2.8 short stroke but I'm not making the car a GT now, more of the car that should have been built with full S equipment in street trim with a stock appearing engine. I decided to use the original block and upgrade it. I installed piston squirters, did the oil bypass, upgraded to 3.0L SC oil pump, line honed the mains to std, went with a 66mm counterweighted crank crossdrilled, 2.2S rods with arp bolts, Supertec head studs to make a very strong 2.0+ bottom end. I even used NOS rod bearings made in West Germany as the new rod bearings have had known issues, the bearing were coated with a dry film lubricant. Flywheel is an original 914-6 the lighter one along with a 69 911S alloy clutch to save a few pounds off the rotating mass.

Adding an additional oil cooler is very difficult if you want to keep the car appearing stock. So I had to figure out some ways to keep the engine cool as I add more power. I went with 87.5mm JE forged pistons with 9.5:1 and LN Engineering Nikasil cylinders which will really help with cooling. The next thing I did to aid in cooling was to use a later 911 fan ratio on the pulleys, this speeds up the fan a little and adds more air over the engine, you loose a couple HP but it is worth it for the extra cooling. The piston squirters also help lower temps.

66mm crank x 87.5mm pistons makes a 2.4L short stroke engine.

On the top end I dumped the inefficient 2.0T heads and went with 2.2 heads, a much better design. Ported the heads to 36mm along with intake manifolds. All new valves and seats guides etc, Aasco springs and Titanium retainers. The machine work was done by Walt at Competition Engineering because it had to be perfect. Cams are DC30s or a Solex Modified profile cam.

I got lucky along the way and found a NOS set of Webder IDA carburetors made in Italy. The original IDTswere an emissions carbs so these are better from the start.

Ignition is all Parts Klassic items, 007 2.2S distributor rebuilt by PK, PK rebuilt CD with modern electronics and built in rev limiter, PK modern electronics coil.

Lets hope this engine makes close to 200hp.

[VintageExcellence]

I wish this forum had better permissions to post pictures I have a ton of pictures but I have to resize them to post on here.

[VintageExcellence]

rrrrrrrr

[914Sixer]

Going to be bad to the bone (IMG:style_emoticons/default/shades.gif)

[bigkensteele]

Great color and awesome build.

FYI, the front cross-member pictured above is from a 4. The torsion bar adjustment housing on the 6 is more square, while the 4 is more or less oval as pictured above. It wouldn't matter to me, but I thought I would let you know.

[VintageExcellence]

Great color and awesome build.

FYI, the front cross-member pictured above is from a 4. The torsion bar adjustment housing on the 6 is more square, while the 4 is more or less oval as pictured above. It wouldn't matter to me, but I thought I would let you know.

That is the original crossmember from the car, its never been off the car until I painted it. Its also a very early car so couple things could be different from later cars.

[mepstein]

The crossmember thing is a little confusing. Logic says that since 6’s were assembled by Porsche, the parts shouldn’t have the odd VW part mixed in. Reality says that some of the 6’s have the VW crossmember and original and/or long term owners say they are original to the car.

[914Sixer]

Thanks for covering the front cross member. I have stated many times they used what was on the shelf with no regard to what would be considered original.

[VintageExcellence]

Doesn’t really matter what crossmember as it all works the same. On the suspension it was bone stock and never altered on this car. So I yanked the Boge front struts and T calipers, put Original 911 Konis with rebuilt inserts, alloy S calipers with good brake pads. The rear is the stock Koni shocks rebuilt, stock 914-6 springs which are at least 1mm thicker than another 4cyl set I have. Rear brakes are original-6 with 911 spacers and vented discs so we have the same brake clamping power as a 911S. Added sawybars, a very special 16mm front sway bar from the Racing department (not a 15mm) and a stock 15mm rear 914 swaybar. So the suspension/brakes are the same as a 1970 911S I have sitting next to the 914 now.

[Larmo63]

I notice you aren't using Carrera chain tensioners. My car doesn't have them either, but what are your thoughts here?

Collars?

[VintageExcellence]

I notice you aren't using Carrera chain tensioners. My car doesn't have them either, but what are your thoughts here?

Collars?

I have built dozens of 911 engines over the years - the pressure fed tensioners are a big sales pitch to make money selling parts to people. You won’t hear this often except by engine builders but you don’t need Carrera tensioners or the collars. What they say in the Pelican catalog... “it’s not a question of if, it’s a question of when they fail”... is so missleading and the modern setup ruins the look of a period correct engine with aluminum chain covers and oil pipes that require mods to the sheet metal. Rebuilding the original tensioners works, the latest version of the 930 tensioners new from Porsche works, it’s important to upgrade the idler arms as that seems to be more of a problem than the tensioners. Ask yourself, have you heard of a tensioners failing on a friends 6cyl in the last 20 years? I haven’t and I am around this stuff every day. The only engines that have tensioners issues when they come apart have much bigger issues that let to that failure in the first place. I am much more worried about proper oiling, proper oil pressure.

I used to run a used car dealership, 2 things everyone would ask on all cars regardless of the year: does this 911 have Carrera tensioners in it and does it have a G50?

Moving on to the accessories, I have this nice little radio setup for a 914.

[altitude411]

(IMG:style_emoticons/default/popcorn[1].gif) subscribed to watch a beautiful six come together. (IMG:style_emoticons/default/beerchug.gif)

[burton73]

Your car #200 is really nice. You are doing a super job on it. The front brakes are the same as mine on #41 and each element of the car is being done to a very high level. You should be very proud of the job that you are doing on it. California knows how to rock.

I think we have more that 10% of the 914s sold.

Best to you Bob B

(IMG:style_emoticons/default/smilie_pokal.gif)