QUOTE(porschetub @ Nov 2 2018, 12:27 PM)
Not heard of a alloy cross member failing,they are a very sold casting,good enough for Porsche to use in there racing cars.
It has to be remembered that many of these conversions are done to high powered 6 cyl cars, better braking is important in that case.
I'd have to agree.
Those alloy cross members don't fail by fatigue.
I've extensively autocrossed and club raced a 911 will an aluminum cross
member for going on 30 years.
No issues at all.
And corrosion on an alloy cross member?
Certainly no worse than a steel cross member....I'd think better than bare steel.
If you do change out the A-arms to 911 versions, you have to change out the torsions bars as well....you can't use 914 torsion bars in 911 A-arms.
The spline count is different on the A-arms between 911 and 914's.
Some choose to upgrade or increase the size of the torsion bars even on relatively stock 914's.
Too me, they were too soft from the factory.
Most stock 914's lean considerable in a turn and really nose dive under hard braking.
Not exactly safe in my book.
So a little more stiffness brings about nice cornering and stopping power without being too stiff, and adds a dimension of safety as well.
I'm doing a narrow body conversion and to me the stock springs/torsion bars are just too soft for normal and performance street driving.
The comment about more products available for 911's is true.
I waited 9 months to get a set of 21mm 914 torsion bars.
If I'd had the 911 A-arms, they were on the shelf.
I believe the front wheel bearings on a 911 are larger and more robust than 914 versions.
So as you can see there are many valid reasons to go with some 911 front suspension components.
I think the last reason would be bragging rights....as least in my case.
I wanted bigger brakes, better and lighter suspension components (alloy cross member and alloy S calipers).
The only way for me was to go with some 911 components.
Luckily it all bolts in.