After much consultation with the brains at Elephant Racing they have about three tricks I can do to shave up to 3 inches off, very exciting.
So next week I will start to lower all 4 towers where they need to be so I can know how much we need to shave on the existing struts.
Full Version: 914-6/904 project begins
QUOTE(Unobtanium-inc @ Jan 21 2016, 03:05 PM) 
After much consultation with the brains at Elephant Racing they have about three tricks I can do to shave up to 3 inches off, very exciting.
So next week I will start to lower all 4 towers where they need to be so I can know how much we need to shave on the existing struts.
or you could have just read post #496
Click to view attachment
914,904 or even the 906.
OK,so,you need a set of control arms to fit in a short headspace,and you have to carry a spare.
A half height bulkhead will carry the top arm's bushing,adjustable for static caster.
The top bushing beam,a virtual copy of the lower,is adjustable by shims and a keyway for static camber.
The damper arrangement is preferably kept low to the ground,10mm in front of the beams,the left attached on the right in an x configuration,levers n pushrods if you like.
Or the simple reinforcement of the lower arm to carry the increased load of the angled shock tubes.
About 100mm of space in front of the bulkhead,chopped to the lower red line to clear the 904 hood.
The top red line is the top of the tires.
In lieu of a Celette bench,a time tried method involves a set of pillars,wood posts even.
The whole chassis ought to be welded to the floor via tubular risers of 30-40",that have been fastened to the concrete.Truly level,+/- 1/64",.26mm,use a transit,laser level,and shim into place.
914,904 or even the 906.
OK,so,you need a set of control arms to fit in a short headspace,and you have to carry a spare.
A half height bulkhead will carry the top arm's bushing,adjustable for static caster.
The top bushing beam,a virtual copy of the lower,is adjustable by shims and a keyway for static camber.
The damper arrangement is preferably kept low to the ground,10mm in front of the beams,the left attached on the right in an x configuration,levers n pushrods if you like.
Or the simple reinforcement of the lower arm to carry the increased load of the angled shock tubes.
About 100mm of space in front of the bulkhead,chopped to the lower red line to clear the 904 hood.
The top red line is the top of the tires.
In lieu of a Celette bench,a time tried method involves a set of pillars,wood posts even.
The whole chassis ought to be welded to the floor via tubular risers of 30-40",that have been fastened to the concrete.Truly level,+/- 1/64",.26mm,use a transit,laser level,and shim into place.
Click to view attachment
Another drawing,top view.
Compact,low,easy install,the existing bulkhead is used as an attach plane for the supplementary top beam,in two pieces,fastened to the bottom beam.
Forms a w truss,transferring the loads to the unibody,adjustable by shim and sliding key.
A reinforcing channel or tube can be added on the rear of the bulkhead,as it has been chopped to clear the bonnet.
The factory fuel tank likely must be sectioned to clear the hood,the filler neck re-positioned.
The steering rack is in the factory position.
The boxed ribs carry the noses of the shortened top arms,adjustable by shim and slots.
Click to view attachment
(edit:01/22/16) 914 chassis cut to remove 150 mm from wheelbase to match the 904's 2300 dimension.
Closely scaled,+/- 1.5mm,1/16",gimped.
Clearly,the shortened strut will clear the 904 hood,the travel sufficient.
The torsion spring appears to have enough room too.
Smooth sailing ahead,now,about that wishbone 914.
Some good advantage,a rising rate of camber and allowing a wider tire without the constraints of the MacPherson struts.
The more I look at it,the more I like it.
I know of only a few 14s that have made a conversion.
The nice part is the use of factory parts,hacked and welded.
/
Another drawing,top view.
Compact,low,easy install,the existing bulkhead is used as an attach plane for the supplementary top beam,in two pieces,fastened to the bottom beam.
Forms a w truss,transferring the loads to the unibody,adjustable by shim and sliding key.
A reinforcing channel or tube can be added on the rear of the bulkhead,as it has been chopped to clear the bonnet.
The factory fuel tank likely must be sectioned to clear the hood,the filler neck re-positioned.
The steering rack is in the factory position.
The boxed ribs carry the noses of the shortened top arms,adjustable by shim and slots.
Click to view attachment
(edit:01/22/16) 914 chassis cut to remove 150 mm from wheelbase to match the 904's 2300 dimension.
Closely scaled,+/- 1.5mm,1/16",gimped.
Clearly,the shortened strut will clear the 904 hood,the travel sufficient.
The torsion spring appears to have enough room too.
Smooth sailing ahead,now,about that wishbone 914.
Some good advantage,a rising rate of camber and allowing a wider tire without the constraints of the MacPherson struts.
The more I look at it,the more I like it.
I know of only a few 14s that have made a conversion.
The nice part is the use of factory parts,hacked and welded.
/
QUOTE(veekry9 @ Jan 21 2016, 08:41 PM)
Click to view attachment
Another drawing,top view.
Compact,low,easy install,the existing bulkhead is used as an attach plane for the supplementary top beam,in two pieces,fastened to the bottom beam.
Forms a w truss,transferring the loads to the unibody,adjustable by shim and sliding key.
A reinforcing channel or tube can be added on the rear of the bulkhead,as it has been chopped to clear the bonnet.
The factory fuel tank likely must be sectioned to clear the hood,the filler neck re-positioned.
The steering rack is in the factory position.
The boxed ribs carry the noses of the shortened top arms,adjustable by shim and slots.
Click to view attachment
Closely scaled,+/- 1.5mm,1/16",gimped.
Clearly,the shortened strut will clear the 904 hood,the travel sufficient.
The torsion spring appears to have enough room too.
Smooth sailing ahead,now,about that wishbone 914.
Some good advantage,a rising rate of camber and allowing a wider tire without the constraints of the MacPherson struts.
The more I look at it,the more I like it.
I know of only a few 14s that have made the conversion.
The nice part is the use of factory parts,hacked and welded.
You did a much better job with the overlay, mine was hand drawn from the manual.
QUOTE(Bruce Hinds @ Jan 22 2016, 12:46 PM)
I did on mine, old school, cut the paper, it looks like the other one is the correct dims too.
Click to view attachment
http://msroadrace.com/index.php?route=prod...gory&path=4
This version uses the diecast crossmembers,to carry the upper a-arms.
As moulded,baked enamel,polished and anodized finishes,your preference.
The top member is fastened to the chopped bulkhead,to clear the low bonnet.
This would fit nicely into early 911s as well,with the mods to the bulkhead more complex.
As for the upper torsion springs,the inclusion depends on the desired rate and the possibility of a higher stiffness beyond a defined roll angle,a two curve rate.
With the shortened upper arm,a shorter spring could be included.
The absence of dampers in the image is deliberate,any number of schemes is under consideration.
A standard configuration shock,leaned to attach to the upper crossmember is the simplest approach,though the lower arm must be reinforced when welding the receiver to it.
An attach element for the top end of the damper is also needed,bolted to the upper crossmember.
Placing the shocks inside and using a rocker arrangement has a few advantages although more complex,using more parts.
Click to view attachment
This is a low headroom install with modified parts for a 914 to 904 metamorphosis,cheap
too.
Requires some fab skill and sweat equity for a polished result,a good handler that won't roll the tire under in hard braking and turning maneuvers.
A 914/911/904/906 torsion spring,unequal length a-arm suspension with some potential for wider,taller tires and lowered(or raised) ride heights.
/
http://msroadrace.com/index.php?route=prod...gory&path=4
This version uses the diecast crossmembers,to carry the upper a-arms.
As moulded,baked enamel,polished and anodized finishes,your preference.
The top member is fastened to the chopped bulkhead,to clear the low bonnet.
This would fit nicely into early 911s as well,with the mods to the bulkhead more complex.
As for the upper torsion springs,the inclusion depends on the desired rate and the possibility of a higher stiffness beyond a defined roll angle,a two curve rate.
With the shortened upper arm,a shorter spring could be included.
The absence of dampers in the image is deliberate,any number of schemes is under consideration.
A standard configuration shock,leaned to attach to the upper crossmember is the simplest approach,though the lower arm must be reinforced when welding the receiver to it.
An attach element for the top end of the damper is also needed,bolted to the upper crossmember.
Placing the shocks inside and using a rocker arrangement has a few advantages although more complex,using more parts.
Click to view attachment
This is a low headroom install with modified parts for a 914 to 904 metamorphosis,cheap
too.Requires some fab skill and sweat equity for a polished result,a good handler that won't roll the tire under in hard braking and turning maneuvers.
A 914/911/904/906 torsion spring,unequal length a-arm suspension with some potential for wider,taller tires and lowered(or raised) ride heights.
/
Click to view attachment
A rigid member to carry your double wishbone suspension.
Transforms the front end of the 914 into a modern handler,with 914/911 parts.
Now for the rears,the 904's a trailing links setup,very nicely done in '63.
The roll,squat and rear steering curves are vastly different than the 914's.
The 914 was built to a totally unlike production oriented design with the costs of manufacture and assembly paramount.
The 904/14 should exhibit some degree of similar characteristics,giving the correct amount of camber and roll induced steering.
Just so the the entire effort isn't a bust when it does a turn at Watkins Glen,oversteering grossly and disappointing.
https://www.google.ca/search?q=porsche+914+...rack+day+racing
https://www.google.ca/search?q=porsche+904+...Z0AwIQ_AUIBygB#
/
A rigid member to carry your double wishbone suspension.
Transforms the front end of the 914 into a modern handler,with 914/911 parts.
Now for the rears,the 904's a trailing links setup,very nicely done in '63.
The roll,squat and rear steering curves are vastly different than the 914's.
The 914 was built to a totally unlike production oriented design with the costs of manufacture and assembly paramount.
The 904/14 should exhibit some degree of similar characteristics,giving the correct amount of camber and roll induced steering.
Just so the the entire effort isn't a bust when it does a turn at Watkins Glen,oversteering grossly and disappointing.
https://www.google.ca/search?q=porsche+914+...rack+day+racing
https://www.google.ca/search?q=porsche+904+...Z0AwIQ_AUIBygB#
/
Looking back at the earlier posts regarding the hallowed status of the IMSA racer.
A part of me would like to see it resurrected as well,and further,modified as a competitive entrant in current series.
Once a racer,still a racer.
First thing,lighten up,then the extreme aero mods to make a smaller hole in the air.
The roll cage,hacked to fit the targa bar closely with the intent of drag reduction.
And on and on to the cleanest 914 to date,'to make a fast racer faster'.
Click to view attachment
http://www.pro-touring.com/threads/66532-1...mounted-Audi-V8
Randy,
I'll make the same argument to you that I made to everyone else. Everyone wanted $25,000+ for half finished six conversions. Nobody wanted this car, it had been languishing on ebay for months, I got it for $15,000, and sold the gearbox for $5000, so I'm down to $10,000. The car had not been raced in years and was destined to be sitting for many more. I will drive it and maybe race again with it.
When I first got the car I offered to trade it for a tired six conversion if anyone wanted to preserve the heritage, all I heard was crickets.
So in actuality I am saving this car, it was destined to be chopped up for it's parts, which it would have been in a few years time.
As far as preserving history, I am also restoring the 58 A Coupe that won at Daytona in 66, I pulled this one out of the mud, where it was dumped in 69.
Daytona Winner?
Farming out the dipping for a one off makes sense economically.
A field of dreams like what you have there in Ravenna may be more attractive with the absence of your evil foe,FeO.
https://www.google.ca/search?q=electrolytic...1.5#q=redistrip
https://www.google.ca/search?q=electrolytic...SgA&dpr=1.5
http://www.914world.com/bbs2/index.php?sho...hl=electrolytic
/
A part of me would like to see it resurrected as well,and further,modified as a competitive entrant in current series.
Once a racer,still a racer.
First thing,lighten up,then the extreme aero mods to make a smaller hole in the air.
The roll cage,hacked to fit the targa bar closely with the intent of drag reduction.
And on and on to the cleanest 914 to date,'to make a fast racer faster'.
Click to view attachment
http://www.pro-touring.com/threads/66532-1...mounted-Audi-V8
QUOTE(Unobtanium-inc @ Aug 7 2015, 07:09 PM)
Randy,
I'll make the same argument to you that I made to everyone else. Everyone wanted $25,000+ for half finished six conversions. Nobody wanted this car, it had been languishing on ebay for months, I got it for $15,000, and sold the gearbox for $5000, so I'm down to $10,000. The car had not been raced in years and was destined to be sitting for many more. I will drive it and maybe race again with it.
When I first got the car I offered to trade it for a tired six conversion if anyone wanted to preserve the heritage, all I heard was crickets.
So in actuality I am saving this car, it was destined to be chopped up for it's parts, which it would have been in a few years time.
As far as preserving history, I am also restoring the 58 A Coupe that won at Daytona in 66, I pulled this one out of the mud, where it was dumped in 69.
Daytona Winner?
Farming out the dipping for a one off makes sense economically.
A field of dreams like what you have there in Ravenna may be more attractive with the absence of your evil foe,FeO.
https://www.google.ca/search?q=electrolytic...1.5#q=redistrip
https://www.google.ca/search?q=electrolytic...SgA&dpr=1.5
http://www.914world.com/bbs2/index.php?sho...hl=electrolytic
/
wasn't It a Daytona participant ???
QUOTE
if that is Dave McClain's #19 car from the 1966 24 hrs of Daytona, it DNF 80 laps in with a gearbox problem.
I hope we will see this 356 on the track again some day!
I hope we will see this 356 on the track again some day!
McLain
https://www.youtube.com/watch?v=phs3i0onDDg
http://www.racingsportscars.com/photo/Dayt...1966-02-06.html
more:
Surtees-'66
https://www.youtube.com/watch?v=vUT5mDCwNYI
That slope down to the river sure looks like a big dropoff.
https://www.youtube.com/watch?v=j4x29XpIg0E
https://www.youtube.com/watch?v=bztj3gkZoJU
https://www.youtube.com/watch?v=utjmPCYUumo
https://www.youtube.com/watch?v=u9fngNwbUIo
Some of the races of significance early on here in Ontario while camping in the rain.
Bowmanville.
https://www.youtube.com/watch?v=phs3i0onDDg
http://www.racingsportscars.com/photo/Dayt...1966-02-06.html
more:
Surtees-'66
https://www.youtube.com/watch?v=vUT5mDCwNYI
That slope down to the river sure looks like a big dropoff.
https://www.youtube.com/watch?v=j4x29XpIg0E
https://www.youtube.com/watch?v=bztj3gkZoJU
https://www.youtube.com/watch?v=utjmPCYUumo
https://www.youtube.com/watch?v=u9fngNwbUIo
Some of the races of significance early on here in Ontario while camping in the rain.
Bowmanville.
Click to view attachment
https://www.classicdriver.com/en/article/in...e-906-prototype
https://www.google.ca/search?q=porsche+906+...p;q=porsche+906
Click to view attachment
Listed as a driver for the 904,Hans Herrmann drove the 906 to 6th overall and 1st in class.
BTW,this is a diecast model,not bad,huh?
https://www.classicdriver.com/en/article/in...e-906-prototype
https://www.google.ca/search?q=porsche+906+...p;q=porsche+906
Click to view attachment
Listed as a driver for the 904,Hans Herrmann drove the 906 to 6th overall and 1st in class.
BTW,this is a diecast model,not bad,huh?
QUOTE(sixnotfour @ Jan 23 2016, 07:12 PM)
wasn't It a Daytona participant ???
QUOTE
if that is Dave McClain's #19 car from the 1966 24 hrs of Daytona, it DNF 80 laps in with a gearbox problem.
I hope we will see this 356 on the track again some day!
I hope we will see this 356 on the track again some day!
The Daytona A Coupe was not driven by Dave McClain, it was driven by Jim Watson and it wasn't the Daytona 24 Hour race.
Here is a pic of the car racing at Courtland, AL a few months before.
Also, I really hope no one wants to re-start the discussion on the IMSA car, I don't think there is anything more to be said so nothing new will come out of talking about it again. What will come out is a bunch of people getting increasingly pissed off and upping the ante saying nasty things. I don't want to discuss it anymore, so please refrain from doing it on my thread about my build.
Does anyone know what's become of the Texas Gull Wing 904?
http://www.topgear.com/car-news/you-want-p...he-p904-carrera
http://www.topgear.com/car-news/you-want-p...he-p904-carrera
Don't get me wrong,I'm in total agreement with you on the matter,it was merely a personal wish,but I have no stake in it.
The solutions to the suspension,fore and aft is what intrigues me,having done some prior,similar work.
One really farout front end is the double straight axle,Lakes style,with a twist and very low and compact.
I only mention it as no-one else has and may solve the problem if any are encountered in the weeks to come.
https://427motorco.co.uk/pages/the-camber-c...spension-system
This one is dear to my heart for it's design brilliance.
A derivative is on the back burner,with a few tweaks.
https://www.youtube.com/user/maicy123/videos
The solutions to the suspension,fore and aft is what intrigues me,having done some prior,similar work.
One really farout front end is the double straight axle,Lakes style,with a twist and very low and compact.
I only mention it as no-one else has and may solve the problem if any are encountered in the weeks to come.
https://427motorco.co.uk/pages/the-camber-c...spension-system
This one is dear to my heart for it's design brilliance.
A derivative is on the back burner,with a few tweaks.
https://www.youtube.com/user/maicy123/videos
Click to view attachment
The strut tube still full length,hanging off the lower arm,can't tell if the spindle has been raised.
The rear weldment seems to be attached to where the tx mount attaches.
Zooming in,a hint of a swing arm under the right side.
The door surrounds appear to have been layed up to improve the shutlines.
The rear wheels look to be corrrect.
I don't have a source for the pix,the car on a shelf,along with a number of engines of various descriptions.
The strut tube still full length,hanging off the lower arm,can't tell if the spindle has been raised.
The rear weldment seems to be attached to where the tx mount attaches.
Zooming in,a hint of a swing arm under the right side.
The door surrounds appear to have been layed up to improve the shutlines.
The rear wheels look to be corrrect.
I don't have a source for the pix,the car on a shelf,along with a number of engines of various descriptions.
Click to view attachment
Phoenix-Mn
Put some actual numbers to the drawing on a 914 track width.
Click to view attachment
RH front suspension,upper a-arm on cut and welded strut.
Click to view attachment
LH front suspension,rubber boot over top a-arm.
Click to view attachment
CFRP chassis,articulated front suspension,note the rollbar arrangement.
Phoenix-Mn
Put some actual numbers to the drawing on a 914 track width.
Click to view attachment
RH front suspension,upper a-arm on cut and welded strut.
Click to view attachment
LH front suspension,rubber boot over top a-arm.
Click to view attachment
CFRP chassis,articulated front suspension,note the rollbar arrangement.
Just when I was starting to make good progress, real life intervenes. A friend wanted all his parts gone, so it took us all week to load up, 3 truck and trailer loads, now the shop is tiny walking paths while we sort and sort, and then sort some more.
It was all 356 and early 911 stuff, but there was one 914 motor which will go back into circulation, probably for free again.
If only we all didn't have to make money to chase our dreams...
It was all 356 and early 911 stuff, but there was one 914 motor which will go back into circulation, probably for free again.
If only we all didn't have to make money to chase our dreams...
My heart bleeds for you.
If you look closely you can see Peter Gregg's RSR ducktail!
"I had to go pick up a huge parts stash so I had to stop working on my 904......"
Living the dream, keep it up.
Living the dream, keep it up.
Click to view attachment
A solution for what is in the picture of the baby blue 914,perfection,clean,rust free.
By shortening the wheelbase,the cockpit is now that 150mm shorter,cramping the footroom in a big way.
The answer is moving the steering rack forward of the spindles which are then swapped side for side to point the spindle's steering arms forward.
This is not as difficult as it seems,the crossmember stays put,and the rack is mounted on tabs fastened to the existing provisions.
Seems like a lot of work,and it might be,however,the 6" of footroom you gain back makes the moving of the foot pedals forward simple.
The 904 had a similar arrangement for good reason,driver comfort at the 24 hr race of LeMans,not all crunched up,bowlegged.
Naturally,the master cylinder must also be moved forward,actuated by a rod or lever.
The footbox sheetmetal can now be cut out and moved forward as there is no longer a need for the space for the rack behind the crossmember.
The reason the 904 was built like that is the same reason the forward move makes perfect sense,the work to do it is acknowleged.
A solution for what is in the picture of the baby blue 914,perfection,clean,rust free.
By shortening the wheelbase,the cockpit is now that 150mm shorter,cramping the footroom in a big way.
The answer is moving the steering rack forward of the spindles which are then swapped side for side to point the spindle's steering arms forward.
This is not as difficult as it seems,the crossmember stays put,and the rack is mounted on tabs fastened to the existing provisions.
Seems like a lot of work,and it might be,however,the 6" of footroom you gain back makes the moving of the foot pedals forward simple.
The 904 had a similar arrangement for good reason,driver comfort at the 24 hr race of LeMans,not all crunched up,bowlegged.
Naturally,the master cylinder must also be moved forward,actuated by a rod or lever.
The footbox sheetmetal can now be cut out and moved forward as there is no longer a need for the space for the rack behind the crossmember.
The reason the 904 was built like that is the same reason the forward move makes perfect sense,the work to do it is acknowleged.
Veekry, You are light years ahead of me in planning out suspension solutions, but I wonder about flipping the steering arms 180 deg. Some years ago, while building a Lotus 23- like project, I used Lola Formula Ford suspension bits, and did just what you are talking about. It solved the layout- and footbox problems, but gave me big ackerman problems, which I couldn't cure without just about re-doing it, steering arm-wise. Is this something you would be able to correct, while flipping the arms?
I plan on swapping the struts side to side also. The steering arms have been bent/twisted/moved around in many ways by many people. I'm going to experiment with some struts to see is the arms can be straightened out like this. This would help in getting the ackeman angles closer to what they need to be.
Click to view attachment
Click to view attachment
Click to view attachment
A minimum,should not be too difficult with the 914's sectioned chassis.
Click to view attachment
The length of the control and tie-rods should match,the angle too.
You will develop problems otherwise.
https://www.google.ca/search?q=front+suspen...TXtA0aAopJYM%3A
Ideally,the tie rod would be carried by the lower control arm,eliminating any unwanted bumpsteer.
That it hasn't been tried is because of the weight,complexity and costs involved.
The compromise is then the separate rack and arm,in front of the spindle,working the same as behind.
The rack up front makes for less room for the spare tire,which can be raised to clear the rack.
https://www.youtube.com/watch?v=lcWbUX5KCbI
Watching a racing 904 as an incentive,more power,more tire.
/
A minimum,should not be too difficult with the 914's sectioned chassis.
Click to view attachment
The length of the control and tie-rods should match,the angle too.
You will develop problems otherwise.
https://www.google.ca/search?q=front+suspen...TXtA0aAopJYM%3A
Ideally,the tie rod would be carried by the lower control arm,eliminating any unwanted bumpsteer.
That it hasn't been tried is because of the weight,complexity and costs involved.
The compromise is then the separate rack and arm,in front of the spindle,working the same as behind.
The rack up front makes for less room for the spare tire,which can be raised to clear the rack.
https://www.youtube.com/watch?v=lcWbUX5KCbI
Watching a racing 904 as an incentive,more power,more tire.
/
QUOTE(r_towle @ Jan 30 2016, 09:25 AM)
"I had to go pick up a huge parts stash so I had to stop working on my 904......"
Living the dream, keep it up.
Sometimes the dream is a little bit of a nightmare, I threw my shoulder out on this last haul, too much lifting and dragging I guess. It seems ok now but Friday was a wash, I took the down time and got ahead of writing up a bunch of barn find articles for magazines. Maybe I'm getting too old for this. My son Max is 5, so no help on that front for several years.
We will be sorting this week, and there is nothing more boring than that.
http://www.ebay.com/itm/Porsche-914-2-door...em=231863916148
It looks like DR. 914 beat you to it anyway.
It looks like DR. 914 beat you to it anyway.
Please tell me where I can sell a front hood for $1.45k. I love Lionel's ads.
QUOTE(Jonathan Livesay @ Mar 3 2016, 09:27 AM)
http://www.ebay.com/itm/Porsche-914-2-door...em=231863916148
It looks like DR. 914 beat you to it anyway.
Scotty, what would it take ($) to make that look as intended.
Granted I know it'll still look like this:
But fixing all that rust will most likely break someone's bank.
As much as I have not fond memories of AA while growing up in Atlanta, I hope they do sell their project, someone could have a lot of fun with it.
I was hoping to get some time in on my project this week, but work must come first, today we un-loaded the latest buy, in 20 degree weather, with no hydraulics on the truck, it was not fun.
I was hoping to get some time in on my project this week, but work must come first, today we un-loaded the latest buy, in 20 degree weather, with no hydraulics on the truck, it was not fun.
I need to find someone that wants to dump a decent 911 on the cheap...probably my only chance at ever getting one 
Anyone know someone desperate, haha.
Looks like you guys are still finding them out there somewhere.
Anyone know someone desperate, haha.
Looks like you guys are still finding them out there somewhere.
QUOTE(JmuRiz @ Mar 3 2016, 07:06 PM)
I need to find someone that wants to dump a decent 911 on the cheap...probably my only chance at ever getting one
Anyone know someone desperate, haha.
Looks like you guys are still finding them out there somewhere.
We took out the trash for this guy, he had a couple of million in cars, but sold one of his buildings so wanted this stuff gone, the 7 cars I got from him were parked next to a real 911RS amongst other cool Porsches.
Your best bet for finding a cheap one is finding a roller, then building it into an outlaw slowly. If not the Boxsters and 996's are cheap.
QUOTE(Unobtanium-inc @ Mar 3 2016, 07:45 PM)
As much as I have not fond memories of AA while growing up in Atlanta, I hope they do sell their project, someone could have a lot of fun with it.
I was hoping to get some time in on my project this week, but work must come first, today we un-loaded the latest buy, in 20 degree weather, with no hydraulics on the truck, it was not fun.
Nice score. Let me know when you guys are ready to do lunch again.
Brett
I know that blue 71 911T on the top row. Let me know if you want some back history.
QUOTE(Garold Shaffer @ Mar 3 2016, 07:41 PM)
I know that blue 71 911T on the top row. Let me know if you want some back history.
That would be great, every car has a story.
Send me what you know
adam@unobtanium-inc.com
Thanks!
Ok, so we cleared a bunch of cars out so I felt I had the time to get back on this project. Also, Thursday's I'm at the shop by myself so no distractions. I think I had been dreading this day because it is kind of the point of no return, cutting up the yellow 914. There is no going back now. I will start fitting the rear soon, then move forward. I'll probably send the rear suspension out to the guys at Elephant to get the ball rolling on that.
Dude where's the 914 
Click to view attachment
The Mahles look nice on this car,working on a ten hole look alike.
The rear suspension,on a 914 lowered to 904 ride height will have 'quirks' at track speed.
The trailing arms and lateral links setup of the 904-906-908 will produce a decent level of grip.
The use of the 914's swingarm supplemented by lateral rad rods make the production pieces perform likewise.
Stability under lateral loading will attenuate any propensity for oversteer on undulating surfaces.
/
The Mahles look nice on this car,working on a ten hole look alike.
The rear suspension,on a 914 lowered to 904 ride height will have 'quirks' at track speed.
The trailing arms and lateral links setup of the 904-906-908 will produce a decent level of grip.
The use of the 914's swingarm supplemented by lateral rad rods make the production pieces perform likewise.
Stability under lateral loading will attenuate any propensity for oversteer on undulating surfaces.
/
Adam, you have to admit , those first Cut pics are pretty ......
carry on,
its your 914, or was 
carry on,
its your 914, or was
QUOTE(sixnotfour @ May 13 2016, 10:56 AM)
Adam, you have to admit , those first Cut pics are pretty ......
carry on,
its your 914, or was Yeah, it was a little scary, but I feel like I have kind of crossed the Rubicon and there is a certain relief and freedom in that. I was hoping to get some more work done this week, but I'm hitting the road again tomorrow, have to pick up a 60 Roadster down south.
Found some time yesterday to get some cutting done. I was able to start playing with lowering the rear shock towers. The side oil tank might be a problem. I was hoping to leave it alone but it looks like I might have to move it inwards, so the rear body work can clear. I ran out of day, but at least I got some time in.
Any progress in the last few weeks?
I take it you've seen this guys website for his 904 build?
http://members.shaw.ca/p904/
I take it you've seen this guys website for his 904 build?
http://members.shaw.ca/p904/
Yeah, that's who I got my body from.
I broke away from getting cars out the door and spent part of yesterday and all of today fitting the tail. I was hoping to get away with not having to move the oil tank, but it was just in the wrong spot, so it is now moved.
I had to do some more trimming on the rear and the Supertraps were at the wrong angle, so I removed them for the time being. I'll either modify the angle later or get new ones. My new problem is the rain hats on the carbs are too high. I played around with ideas and I think the simplest thing to do is take off the velocity stacks and cut down the air filer, lowering the whole rain hat, it's worth a try anyway. The worst that could happen is I ruin two air cleaners.
It was good to get back on the project, the 550 build was sucking up all my extra time.
I broke away from getting cars out the door and spent part of yesterday and all of today fitting the tail. I was hoping to get away with not having to move the oil tank, but it was just in the wrong spot, so it is now moved.
I had to do some more trimming on the rear and the Supertraps were at the wrong angle, so I removed them for the time being. I'll either modify the angle later or get new ones. My new problem is the rain hats on the carbs are too high. I played around with ideas and I think the simplest thing to do is take off the velocity stacks and cut down the air filer, lowering the whole rain hat, it's worth a try anyway. The worst that could happen is I ruin two air cleaners.
It was good to get back on the project, the 550 build was sucking up all my extra time.
Good work so far. Enjoy the feed immensely...
Adam - So after all that crap and alternative solutions being sought, you've ended up cutting the IMSA car to bits? Really? Wow.
Tony
Tony
QUOTE(Reverend Troublemaker @ Jul 29 2016, 11:58 AM)
Adam - So after all that crap and alternative solutions being sought, you've ended up cutting the IMSA car to bits? Really? Wow.
Tony
Tony-
I have to say I'm impressed, in a world where people never live up to their nick-names, but you do!
Ok, so I'll bite.
When a few people expressed outrage at my plan for the car I offered anyone who was interested two choices.
1. Trade me their six conversion.
2. Buy mine for enough for me to replace it.
No one offered to trade me a running and driving car. No one offered to buy my car for enough to replace it. And the last chance was one person expressed interest in it and asked for a few alternatives on how to buy it. I gave him 3 which I felt were very reasonable. This was a solution worked out behind the scenes on this board. I presented the choices and never heard anything back. Months went by before I actually started cutting on the car.
So, Tony, what would you have done? Lost thousands of dollars? Given the car away? No one with a comparable car wanted to trade, or take a hit on their car. Before I bought this one I tried to buy several from people on this board and all the cars I was offered were not finished projects that were all double what I paid for this car. So if no one in the 914 World wants to take a hit, why should I?
Now can we get back to my build now, I don't think there is really anything else to be said, the car has been chopped and on it's way into becoming the 904. I have reached the point of no return, so moving forward, if you don't agree with this project, don't click on it, it's really that simple.
With all that cutting, I sure hope you plan to close up some panels so it sort of looks right....or sort of complete. I assume you will build a cage for structure....but damn, seems like you should just cut the back all the way off....start with just tubing...I would
You might be able to put in the 964 (I think) rear suspension on a decent tube section for the rear....and eliminate the 914 rear suspension, which sucks anyways...
From what I have seen, the 964 uses uppper and lower control arms all mounted to horizontal tubes....
It might be a lot (tons) easier to line that up, then weld the tubes to the 914 at the firewall....
rich
You might be able to put in the 964 (I think) rear suspension on a decent tube section for the rear....and eliminate the 914 rear suspension, which sucks anyways...
From what I have seen, the 964 uses uppper and lower control arms all mounted to horizontal tubes....
It might be a lot (tons) easier to line that up, then weld the tubes to the 914 at the firewall....
rich
QUOTE(r_towle @ Jul 29 2016, 02:31 PM)
With all that cutting, I sure hope you plan to close up some panels so it sort of looks right....or sort of complete. I assume you will build a cage for structure....but damn, seems like you should just cut the back all the way off....start with just tubing...I would
You might be able to put in the 964 (I think) rear suspension on a decent tube section for the rear....and eliminate the 914 rear suspension, which sucks anyways...
From what I have seen, the 964 uses uppper and lower control arms all mounted to horizontal tubes....
It might be a lot (tons) easier to line that up, then weld the tubes to the 914 at the firewall....
rich
R-
Do you mean under the bodywork? Or the bodywork itself? The body wraps most of the car, as you can see on the mock up chassis. Most of what will be done underneath will be for strength, as far as making it look 904, that will be tough, they have a completely different suspension setup and frame. I quickly learned this was going to be a look replica, not an exact one. But luckily just like when the guy came up to me at a show and after looking at my 356 commented that he couldn't live with those flat floors, he would change them if it was his car. I told him that "I can see the floors when I'm driving, and that's what I do with my cars, drive them"
So with this car I'm not getting too crazy with what it looks like under the skin.
I do like the tube idea though!
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