I don't have one but I think it was the way it was mounted, some part on the back touched the dash.

Dave here is a teaser for you..Click to view attachment

Another update. Car is back at Bernie’s and Rich Johnston’s motor mounts are fitted and will be spot welded shortly. Oil lines, cooler, and fittings are beings installed. Them comes engine rebuild.

Engine back from Ollie’s. Case was media blasted, shuffle pinned, decked, with oil bypass mods. Heads ported, Valves installed, extra spark plug hole drilled. Pistons coated.

So many great looking parts. The engine is just around the corner.

If you don't mind the look (or lack of dizzy), it might be more cost effective to go crankfire. Certainly allows more spark tuning opportunities. Clewett Engineering makes a pretty nice complete package system for ~$1500-$1800 depending on options and there are lots of less expensive more-DIY options too.

Too late now - I've already purchased a modified Bosch distributor and cap/rotor with Pertronix, as well as the MSD box. I think the all-in cost was probably another $1k over the Clewett package, when I factored in the parts, machine work, and extra wires.

Too cool on the twin plug! Very jealous

So much work has been done since my last post. Here's a quick roundup:

Rebuilt the lower case, new bearings, oil bypass mods













Heads competed and engine assembled

Distributor and cap installed, and engine finished. It looks amazing, and I can't wait to hear it.









Interior received some love. Instruments and harness wired in







Rear tail lamps added



Dash turned out great, thanks to 914Rubber



Access panel cut in the firewall to ease belt replacement



Front oil cooler installed with lines, and custom shroud finished









Still need to run oil engine lines back, and rebuild transmission. I am going to go with a Tangerine Racing shift kit, which I installed on my black car.



I've had the 3.2 rebuilt on the black car, so my funds have been dedicated towards getting a running 914-6, and the blue car will get some more love once my bank account recovers. Till then....

Beautiful work.
Where did you source the distributor, cap and rotor ?

Is that a stock OE Jag cap? I could never find one, mine uses a aftermarket black cap. I've heard these can have issues but so far no problems.

On thing that will piss you off is you can't see that beautiful dizzy once in the teen.

My 3.0

I’ll check with Bernie, he had the dizzy already but I think the cap and rotor were Bosch, not the Jag one.

One of my favorite colors lookin good

Long time since I’ve upgraded the thread.

Motor is in the car and transmission rebuilt with a Wavetrac LSD and tangerine racing shift rod kit. Oil lines complete, and the focus is now turning to finishing the interior.











Note Ben’s heat exchangers and muffler

Wooow looking good!

I did 914-6 conversion that I just sold last fall that was a narrow body with 2.7 MFI and no front oil cooler.
I'm in the Portland, OR area so like you, didn't have too many hot days to worry about.
The 2.7 engine put out almost 230 hp and sounds like a race car when you get on it.
Great little car.
Used a lot of factory 914-6, 911 parts in the build.
Your basic "no expense spared" adventure.
Here was my thread if you are interested.

http://www.914world.com/bbs2/index.php?showtopic=249327

Click to view attachment

I talk about this car at least once a week . We are building a 6 conversion with a 69 911S motor, and constantly reference this build… great work!

Yes. A reference build for me.

FWIW my car has the JB Racing dizzy setup which has worked phenomenally. I have a spare cap and rotor in storage just in case. The caps are black though, not sure of brand.

http://jbracing.com/eng_porsche.php#ignition

the picture of the black cap shows hardware that is identical to the Jaguar replacement made currently.

this thread needs updates

Was curious why twin plug? RS pistons are low compression and twin plug will really provide no additional value to performance in that config. Twin plug is normally only on over 10.5 cr to ensure full ignition across a very domed piston. Its cool for sure but if a normal 2.7 RS then overkill.

^ Gorgeous build—as much as I love the M471-flared cars, I really dig NB "subtle" builds.

Mine is "just" a warm 2.2 w/200hp, but no need for a front cooler so far. Might be fun to get the white car above, Dave's blue car, and my old red crate together for some pics—red, white, blue...

Love my 2.7 factory six. Crank fired, twin plug. About 220 HP. Front oil cooler. Love the shift to 3rd. The sound ... well you know. Had to go to PMO's. Worth it.

Click to view attachment

Click to view attachment

Very nice build. Top shelf

Wow, hard to believe I've not updated this thread in long while. I've regularly posted on the Facebook group but forgot to update here.

THE PROJECT IS DONE!!!!!!!!!!!

This week I took delivery of the 914. Small things remain - need to get the front height adjusted and then do another corner balance, and a few minor cosmetic niggles.

The car is downright amazing. It is tight - feels like an integrated mechanical Swiss watch, it's so precise. The sound is f%$$##in glorious - there is nothing quite like a twin plug carbuerated engine sound at full throttle, especially at 4k+ RPM. I'm keeping it under 5k until I log 1000 miles, but it sounds so good I want to rev it all the time.

I'll fill in the missing gaps from my last post, but have to thank Bernd Buschen and his colleague Mark Ronsfeldt at European Autowerks. There is zero chance this project would have turned out as well without Bernie - I consider him one of the top 914 experts in the world (plus he built Bruce McCaw's 917, so there's that).

I'll start earlier and work my way up to the reveal

With the engine in, we cut an access bay to enable easier service without having to drop the engine or wrench backs:



The front mounted cooler was a smaller one, so we didn't have to cut the front valence. There's enough gap between the bumper to enable lots of air to pass through.





Here's a shot of Rich Johnston's mount - I love it much more than the Patrick Motorsports mount I have on my 3.2.

Turning to the transmission, it was completely rebuilt (and a Wavetrac LSD installed).



I was keen to use the Tangerine Racing short shift kit that takes out the slop in the rear side shifter - I may eventually add a front shifter kit like the Wevo or JWest.



Rebuilt the blower motors, and ended up having to redo the fuel tank which had a small leak.





No expense spared in getting it to look factory.

Oil lines were finished to the back, and sourced a nice catch can mounted in the lower fender well (inside the engine bay) that was powder coated.









Axles rebuilt with stronger CV joints





For headlights, I went with a pair of these Holley LED's. The build quality is amazing, and the light emulates vintage soft yellow glow, but they throw a nice beam.



At long last, just the interior and trim remained.

For the interior, I struggled on whether to go completely stock with a back pad, or follow what I did for the 3.2 (Perlon, no back pad). Lots of research and discussion with my interior guy, but I finally decided to go with Lakewell carpet (they are in Belgium and one of the top Porsche interior providers).

I chose the charcoal hargaan velour which is used in the 911, and really makes the interior pop. The quality is on par with 911 OEM and very much an upgrade over stock Porsche 914 stuff I've used, and much more stout than Perlon. It took a while to make it to the states, and I had to email them to get enough fabric for the back pad, which my upholstery shop custom stitched. Note how they covered the center beam and the rear lower B panel gap with vinyl that looks more like leather. We used All City Convertibles, which many Rgruppe folks use in the PNW. Matt, the owner, loves Porsches and has done many cars including several that were in Panorama and Excellence.





Since I have an early car, had to weld in the adjuster to enable the passenger seat to tilt.



For the doors, I dropped the idea of using RS doors. I have these in my 3.2 and while they work for that car, this car has more of a touring feel rather than a race car feel. I had a set of AppBiz door panels, but their fit and finish was not up to the rest of the interior standards, so they were recovered and refit.



The dash was a fun part. I had earlier found a complete wiring harness on Bay and this was scavenged for the switches and various bits. Went with a mostly stock dash, but decided to do a GT style fuel gauge rather than a multi gauge (I was inspired by Bernie's legendary GT build). Bernie had an angled mount welded up to accept a fuel gauge (though I really wanted to do a silver dot mod - maybe one day), and it turned out awesome as the interior shop was able to mold the basket weave around it.



I used 914Rubber parts liberally here, including some of the A and B pillar parts, and the targa pad. I struggled with their dash pad - the early cars may have fitment issues, and there was a sizable gap from the stock knee bar pad with their replacement dash. Mine may be an exception as I see many others without the fitment problem (later cars I think). You can see the bow in the dash pad, and numerous efforts to refit it didn't work.




Again, Bernie to the rescue as he sourced an OEM dash that fit perfectly. I didn't have the same issues with the targa bar pads, which fit great and look good, as do the stock visors.




I was planning on using the stock seats, but they don't have much lateral support. I do drives with fellow RGruppe guys and we can get a bit spirited, so I looked at various options. GTS Classic is not producing seats any longer (I think they just sell kits now). Then a pair of OEM Scheel Mann seats, reupholstered in original fabric, fell into my lap for a decent price. They look and feel excellent. Note the seatbelts - four point Sparco belts attached using Mittlemotor harness mounts on the rear firewall. I hope to replace the sparco labels with some Repa labels just to be more period correct.

The moment of truth on the first start up.

and my first drive.

The car was finished, and it was spectacular!











I finished it off with a sticker that inspired my build.



At Rennsport many years back, I met Don Leatherwood, who was Brumos' racing crew chief and responsible for their many cars including the many #59 914-6s. I talked at length with Don about 914s and my project - probably one of the nicest guys, and he introduced me to Hurley Haywood who had nice things to say about his time racing in a 914. That, coupled with seeing the Troutman 914, inspired me to choose the 914 as my first Porsche despite everyone else pushing me to get a longhood 911.



What's left? Affixing the gold 914 vw emblem on the rear, a few minor teething niggles, and mostly getting enough seat time so I can hit redline. And upholstering a set of speaker grill covers in black leather to hide the air pipes for the heat.

Lots of folks to thank along the way here:

- Bruce Stone and Rich at 914werke for lots of hard to find bits
- Ben McFarland for the oil tank, heat exchangers, and the muffler (it sounds perfect on this car)
- Mikey and the team at 914Rubber - they came through with many hard to find pieces and their customer service is terrific - this build would be near impossible without their many great parts
- so many in the 914 community for advice and inspiring thread builds
- probably thank my wife too for not asking what it cost (The first number is at least a six and very likely a 7 - there's no shortcuts to a build of this quality.)

My build goal shifted over time when I first started this project. I wanted initially just to do a narrow body 914 conversion that was nicer and less aggressive than my 914 3.2 build (it's a track beast). Over time, as I did more research, I thought it would be cool to build the car Porsche might have built if they continued the 914-6 past 1972. In 1973, they introduced the 2.7 in the 911 Carrera RS, which they continued until 1976 (albeit as an MFI motor in Europe and a CIS motor in the US).

So I thought - how cool if Porsche had built a 914-6 RS touring, which wouldn't be the wide body GT build of the 916 or the Brutus car, but a narrow body, purpose-built touring car. It would have absolutely used the 2.7 of the early G bodied cars, though I doubt it would've ever been offered as a twin plug (that was a racing thing). Once you've driven and heard a twin plug, you can't get that sound out of your head, and that's why I knew I needed to include in my build. My first true experience with a Porsche was as a passenger in Chad McQueen's twin plug 2.5 short stroke, and that sound never leaves you (it was my ring tone for a while).

In the time I started this project, I've added a 74 911s to the garage. Next week, it goes in for an engine swap, from the stock 2.7CIS to a proper 2.7 RS MFI build. Like this build, I'm going for the car that Porsche didn't build - a narrow bodied touring car without the boy-racer wings and hips (very much in the vein of the current GT3 RS Touring). It will be fun to sample that 2.7 MFI and compare to this twin plug 2.7 (and my experience in the 911's current 2.7 CIS, which will be stored as it is numbers matching).

I was conflicted about whether to go high compression pistons or not. Ultimately, I went with Mahle RS pistons/heads and a Solex e-style cam to get more useable torque for the street. The twin plug thing was overkill - I love the sound, and I love the power on the top end over 5krpm - it just breathes better IMHO. My 74 911s 2.7 CIS always seemed to lose steam over 5k, which is why I'm transplanting the 2.7 MFI into that rebuild, similarly sporting a Daugherty 40 cam. I know I can wrangle more power going with higher compression pistons, but where the dollars to HP gain of high compression isn't spectacular (and our RGruppe Treffen drives include places that are scarce on higher octane fuel). My goal with both of these builds wasn't to build an all-out hot rod, but rather to get closer to a gentleman's touring version that fits the spirit of the original 914-six, with more scoot, good reliability, and livable HP.

A sneak peek at the 74 911, which I'm calling a 911 RST (touring).





Narrow bodied. Period correct sport interior:



And a throaty, 2.7 MFI to be installed with a front fender mounted cooler. Like this blue car, a sleeper...

I love this build.

Makes great sense to me! Great cars for sure.

What a great build! Really turned out nice.

I like the sleeper look myself.

What a fantastic car and it must be awesome on the roads with this engine !

Thanks for sharing !

Antoine

WOW so awesome, its a car that would be at the top of anyones list to own for sure!!
I totally agree about your assesement that this is the embodiement of what a 914-6 RS may have looked like or become if they had been able to continue to produce a /6 version of an RS car. 6 years of meticulous work and patience has paid off! Thanks for sharing