Understand that the 912E's used the 914 4 banger for a couple years. Was there any difference from 914 spec versions ??

Off the top of my head, I know the 912E engine used L-jet and had different tin.

The 912E was 1976 ONLY. It was L-Jet instead of D-Jet as I remember. It was the same as the 2.0L engine put into the '75 - '76 914. Air injection holes in the exhaust ports which differs it from the '73 - '74 914 2.0L.

No expert on the 912E but a few things I know.
1976 was the only year for 912E
Uses a 2.0L type 4 engine, mechanically very similar (if not exact) to the 914 2.0L.
Uses L-jet for FI, no 914 had L-jet on a 2.0L from the factory.
Used thermo reactors rather than cat convert.

Others here will probably have more specifics.

Jim

Strip a 912E down to a long block and its a US spec 914 engine. The differences are limited to the ancillaries.

I love 912Es and own two right now, I have owned over a dozen of them and had as many as 3 at one time.

That's bullshit.

Bored tonight?

Which part?

A little.

Left is 912E #985, center is 912E#185 and right is my '88 Carrera


#985 on my chassis dyno tuning the Electromotive

Yay!

I see you had to have it towed there!

Always wanted a 912E, nice riding Porsche. Ok; how much HP did the 912E with L-Jet make ?

I believe it was rated at 85HP or 90HP DIN.

There were only 2099 of them built, all for the US market. It was regarded as a stop-gap between when the 914 ceased production and the 924 went on sale.

I recall that #1 was bought a number of years back by a young guy who took it to his mechanic for some maintenance. The mechanic wrapped it around a tree on a test drive. ... Oops.

The engine tins were different, the fuel injection was different (though I believe the manifold was the same), the distributor was different from the 914 ones (different curve), the exhaust was different, the motor mount setup was different. All of the internals of the motor were the same as the late (75-76) 2.0 914 motor.

--DD

I have a fresh (spare) 2L motor sitting here ... if I could find all the tin stuff needed, I'd install it in my '67 912

The alternator and associate pulley are different - 912E is 70 amp vs 55 amp for 914.. IIRC the plug on the wire harness for the alternator is different too. and believe me...finding that alternator is short of impossible. Many places SAY they have it, only to find out that..."nope, after further review, it's not available...."

I think it was regarded as a way to move extra T4 motors they had laying around.

They did the same thing with the leftover 356 motors... thinkaboutit.

I don't agree.
Here is why, if you care.

I believe they just had to stop supporting the 356 motor....they had no more cranks.
At that time, they sold off a ton of parts to stoddards.

Also, the type 4 motor lived on till 1981 in the Vanagon, so motors were still being bought for each chassis.

Certainly a parts car, type 4 motor and 911 shells...

I think they really thought a new car in partnership with VW would actually work that time with the 924/944 line of cars, but once again, vw bailed out in the end.

Rich

Thanks for all the info guys, I expect also that emissions regs in the US had something to do with engine selection.

Everything I have found supports that the 912E engines were as Eric stated...

Thats why no 912E crankcase has a serial number stamped into it, only the blower housing.

After researching the 912E for over 20 years I still find out new stuff every few weeks.

I now have #265 and have had two others. I built a 2056 with all Raby parts, and I love it! The biggest problem is the exhaust manafold. NLA Jake is correct (as usual) the engines did not have Ser# . the # is on the fan housing. I have the correct engine , the fuel injection and the AC in boxes. I have the 912E factory Workshop Manual. This manual covers the parts and operations that differ from a 1976 911. A friend and 912E owner has about 4 NEW of these manuals, He may want to sell them , but they will not be to cheap. Al