Wow, I am humbled.
Thanks Rich and Steve.
Let me know the deadline for posting pictures. I am cramming more stuff in to it now.
For those that do not know the history, it is a 1973 1.7 that found its life in the hard streets of Maine.
Rust and mice lived throughout and basically the car came down to the Bones.
I did all the body work myself with AutoRestorationDesig parts. Great product. Then I had to learn to weld. That didn't turnout too well, so now I got good at tacking things In to place and having a pro finish up for me. Much cleaner welds that way and less grinding. I finished a basic restoration in two years, and brought it to Chris and Ed at Tangerine racing to sort out the things that were over my head. The car came back beyond my expectations and has been running. Very stron g with Foley Tuning on IDF and his throttle cable system. Fantastic. He even put a hand throttle in the car for those cold warm up days, and I found myself using it constantly. Chris set up the suspension around some nice classic deep six Fuchs I found. The car is narrow bodied, and I intend to keep it that way for awhile.
For the conversion I got a 2.7 CIS core out of Indiana that was not run with thermo reactors. It had not pulled any studs, but the spiggots were pounded down in the center and Ollie's did a complete case rework, with align bore, spigot decking, case savers throwout, and oil bypass mod with enlargement for a bigger oil pump. We also did the cam towers, resurfaced, pulled the oil lines and flushed everything out.
For induction I found a nice set of Weber IDA 3C, with documented rebuild 14 months ago by reputable shop in Connecticut. They run as new.
The heads I had fun with. I sent them to Walt Watson at Competition Engineering for a full rebuild. Valves, guides, springs, decked, and we welded and rebored and ported the CIS Intakes for Webers on PMO Tall manifolds. Porting was done to 37.5 mm on the intakes and 35.5 on the exhausts. Walt is an artist the way he ports and polishes around the valve guides and just makes things like new again.
He twin plugged them, and also machined new turbo valve covers to fit the 914 chassis.
I had JohnDougherty make me some DC30 cams, which are a modified high lift Solex cam with a wide torque band from 3500 to 7000 rpm.
UsingMahle Nikasils cylinders with JE 9:5-1compression pistons. Stock rods.
Clewett Engineering crank fired ignition. Programmable timing via USB, makes set up a sinch. Richard Clewett sent me a binary file set up for my cars specifications and it loaded right in.
Right now I am using European Racing Headers 1.5" of. But will upgrade for heat next time around. A GT 3 exhaust from M&K completes out the package.
World member Ben @ mb911 fabricated the beautiful powder coated aluminum fender oil tank, and Richard Johnson provided throttle linkages, modified shift rods, and a complete metal set.
I was hoping for Hershey but had a compication, so now I am shooting for Porsche Parade.
Click to view attachmentClick to view attachmentClick to view attachmentThe engine was literally just lifted into place here, so it's final configuration is not complete.everthing has to be neatened up and detailed.
This has been a fun project, but I am finding out what it really takes to do a conversion of this type. A plug and play engine would have saved much time. But the build was a blast.
