Not worth the $$$ .. ?, Building up the T4 VS the extra $$$ & work for a 6cyl Options

[Beakster]

There seems to be an ongoing debate about putting the money into building up a T4 4cyl engine to investing the extra time $$$ and the extra work involved in putting in a 6cyl in a 914 .. These 914's need enough basic restoring just to keep them road worthy then looking to add extra cost in non stock or easy engine swaps .. Every swap that isn't a type 4 seems to be a lot of extra $$$ .... Time....and Big Time WORK .. There are NO easy and affordable swaps on these cars .. (That I have ran into SO FAR ) It is getting harder and More expensive to track down good used parts for 914s especially the 2.0 heads .. Like a member had told me before I got the car Quote : There is no way you can budget in fixing up a 914 you will be always be battling $$$ VS Being satisfied ...

So it's (IMG:style_emoticons/default/welcome.png) I guess ... LOL

[mepstein]

I wonder if that “912” has a 901 trans or they left in the 915.

All 911/912e cars had a 915 trans starting 1972. The 912E has a bastardized 915 that will hook to the 215MM clutch used on the 914 2.0 motor. Different input shaft and throwout bearing arm. The rest is the same as any other 915.

And it still shifts like (IMG:style_emoticons/default/stromberg.gif)

Are you saying the 915 shifts like (IMG:style_emoticons/default/stromberg.gif) or the 901?

901 feels better/lighter. 915 is stronger and better geared for a big 6.

[mb911]

I can tell you this as I build 75% of the parts to do a conversion that the major conversion parts cost not including flywheel setup based off of engine

Heat exchangers $2200
Oil tank $700
Oil filler neck $125
Soft oil lines $265-$350 depends on size
Gt hard lines$690
Gt front oil cooler setup$ 1000
Muffler 6-800
Engine sheet metal $500
Engine hard line $350

Engine mount , flywheel,throttle linkage still not included in the price. Good running 2.0-2.7 are still reasonable if they are the lower hp variants..

If you are hands on and choose a smaller displacement engine you can save money on external oil coolers and I know I for one offer kit pricing on my parts.

Type 4s are good engine's but just not my thing.. It is stupid to say but for me its all about the fan whirring for me..

I think on a low side 10k gets you everything you need to do the conversion but that is keeping things simple..

[SKL1]

NOTHING sounds like a good flat six engine, especially 6" behind your head... case closed.

[ClayPerrine]

I wonder if that “912” has a 901 trans or they left in the 915.

All 911/912e cars had a 915 trans starting 1972. The 912E has a bastardized 915 that will hook to the 215MM clutch used on the 914 2.0 motor. Different input shaft and throwout bearing arm. The rest is the same as any other 915.

And it still shifts like (IMG:style_emoticons/default/stromberg.gif)

Are you saying the 915 shifts like (IMG:style_emoticons/default/stromberg.gif) or the 901?

The 901 shifts fine. But it can't handle the horsepower of a big motor. The 915 handles the horsepower better, but it shifts terrible. I hate driving a car with one. The G-50 is much better, but you can't flip the differential on them so they will work in a 914. (IMG:style_emoticons/default/headbang.gif)

[phillstek]

I wonder if that “912” has a 901 trans or they left in the 915.

All 911/912e cars had a 915 trans starting 1972. The 912E has a bastardized 915 that will hook to the 215MM clutch used on the 914 2.0 motor. Different input shaft and throwout bearing arm. The rest is the same as any other 915.

And it still shifts like (IMG:style_emoticons/default/stromberg.gif)

Are you saying the 915 shifts like (IMG:style_emoticons/default/stromberg.gif) or the 901?

The 901 shifts fine. But it can't handle the horsepower of a big motor. The 915 handles the horsepower better, but it shifts terrible. I hate driving a car with one. The G-50 is much better, but you can't flip the differential on them so they will work in a 914. (IMG:style_emoticons/default/headbang.gif)

Converting my car to a 915 has been one the upgrades that has made driving my car such a pleasure. The difference is chalk and cheese. Sure it requires a firm hand sometimes and getting 1st is a little stubborn but always downshifting through 2nd when coming to a stop solves that.

The 901 linkage was vague and the dog leg first gear made it a chore in traffic.

The only issue with the 915 for me is the 4-5 shift when really driving it hard, it feels like the linkage is binding a bit. I put this down to the long rod flexing at speed.

Knowing that the transmission can handle the hp and having the right ratios is a big plus.

The 915 is not so good with small displacement 6s, had mine hooked up to my 2.2 and the ratios sucked.

[morgan_harwell]

I did my 6 conversion over the Winter of 1987/88, ~240K miles ago.
I installed a 1973 911T 2.4L engine with CIS Fuel Injection. That same engine is still in the 914 today.
I drive it all the time (weather permitting).

When the 914 was a 4cyl car, it was "fun" to drive.
With the 6cyl engine, it is "exhilarating" to drive.

It has most definitely been worth the $$$ (IMG:style_emoticons/default/biggrin.gif)