In 2005, "Excellence" magazine showcased my bi-turbo, black 9146 gt-tribute car. My good friend Marco G. of @TLG_auto (North Hollywood, Ca.) was a contributing photographer/ writer for the magazine...as well as a 1st Class air-cooled Porsche tech. Pete Stout was at the helm of "Excellence", and the car must have been one of the few 914s to ruffle the feathers of the status quo 911 readership. We always knew that Pete had a love for the 914 Here's a splash of pics given to me by Marco just after the article hit.
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Flat fan
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You now have quite the collection of exotic 914's

Zooming in ... cold start injector sits atop the re-positioned throttle body housing. The 7th injector is in a "Boost-circuit" which sprays extra fuel mist triggering at 7 psi . The small brass sender just Right of the injector is an intake air temp probe, which gives me readings of after-intercooler temps.
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Last pic for now... I had this license plate frame custom made at the old Valley Indoor Swapmeet in 1978. The car was a narrow body 2.7L single turbo then...but it would whip just about anything on the street, and a decent reliable club racer.
People would actually ask if it was actually all stock, so I agreed Yes of course. The idea came to me from another plate that I've seen:
"Trust me, I'm your Lawyer". The stenciling on the rear valence says PORSCHE in Japanese. My old Rosemead Blvd. shop was in the heartland of the new JDM movement. Of course you could never get on the freeway without having a modified Supra, Accura or Nissan to spank on the long straight Blvd leading up to the 60 freeway. At this time I was running a 3L bi-turbo, with methanol injection.
The 914 (not a real Porsche) really had no badging...so I got skilled in a little calligraphy ! Today the rear valence reads GOT BOOST?
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2 in white and 2 in black, next one should be ...¿

every time I see you car I’m amazed at the engineering and detail you put into the car. I could stare at it for days.

Thank you Ravi, details are everything !
The donor fan came from an IMSA March84g with 962 power. The busted engine wound up for a rebuild at a friends shop...wherein the team decided to sell it As-Is. I was in the hunt for an entire horizontal fan assembly, and was over the moon when I got the call
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Just wondering what powers the flat fan? Obviously it's not belt driven so it's either electric or shaft & gears. Oh yea, I want one

You had it right there !
The fan is serpentine-belt driven via the front of the crankshaft. 917's take this drive from the center of the crankshaft via internal gears...right up the middle to the top of engine.
Back to the 6 cyl type; continuing from the front crank pulley, there is another upper pulley (and tensioner pulley) located higher (and parallel) to the crank pulley. Its steel axel sits in a magnesium housing that is nestled (strapped & bolted) into the upper portion of the 911 engine case (curved contour area) of the normal front fan. This casting also houses an internal axel (lubricated with engine oil pressure. This axel has a bevel gear-set which meshes and directs the final drive (90°) upwards...which is what spins the fan. The Porsche part number for the latest (last design) is 911/78 which delivered the most cfm cooling air delivery, which is the unit that you see here.
I'll dig up the factory cfm specs and post later. YES it does rob BHP off of the crankshaft...but minimal and we can run more boost to compensate.

Cool & thanks for the info. Been in love with the flat fan ever since I saw LeMans for the 1st time. I had no idea it was belt driven in the six since Porsche did a much better job of concealing the belt than Chevy did. Probably easier to change the belt in the Corvair though

For street use Corvair was a great flat fan design, even uses oil galley lubrication. Problem with "Bending " the V-belt into a different direction = belt slip & dropping a belt if used in spirited competition.
Ask me how I know ¿¿ For short 20 min autocross runs, my Corvair pals squirt wd-40 all around the v-belt and pulleys ...keeps them happy for a short while. Porsche uses a Guibo up on top of the fan, which counters abrupt fan oscillations from upshifts/ downshifts.
The 1st iterations of RSR flat-fans used v-belts, 2nd gens all had the serpentine, and the tensioner.

Some specs on the type 911/78 cooling fan, from Porsche Kundendienst / Ludwigsburg. Herr Olaf Lang (the late) took the time to research for me. Great guy from the factory...we met in the 90's at one of the Porsche Historics / Laguna Seca. He drove Penske's 917/30 that weekend !
Fax machines were the way to get it done then
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Hey Marty, it seems that I am fallowing in your footsteps again and I am on a path that I think you can give me some guidance on. Now that my search for #40 is over and I probably couldn't talk the new owner out of her for $500K I'll have to go onto another of my 914 fantasies and it will require a unique fan.
I first saw your car in Camarillo in '05. I saw it from more than 100' and was in love... When I got closer I noticed the engine bay was opened, I stepped a little closer and my Hart stopped. Excuse the French...(AFUCKENHORIZANTAL FAN?...) Who the Falcon is this guy. So Howard introduced me to Marty and I took home a pair of MSDS headers from the auction for my conversion (Carerror back then, AR 14 today)...
I personally feel that there are 4 extremely unique 914 today. 3 of them have horizontal fans, and the other is number 40. Marty owens 2 of them, the Porsche museum Owens the other 2.
So Marty my question is, How does one obtain a Horizontal fan today? As my other 914 fantasy involves an air-cooled 8.
GO MARTY...
I think an air-cooled 8 would go nicely in this car. Since I'll never owen #40 now.

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Fucken perfect, driving on the roof. WTF

Marty how does the fan rpm exceed the engine rpm down low and then drop 1000rpm slower the crank rpm up top?

Good eye Ben. The non linear progression doesn't make sense.

Ben, Excellent question for the Ludwigsburg brain trust
The specs are from Porsche customer service (kundendienst) and even they need to be accountable for information passed to us.
I figure that there are enough 935, 962, private engine building shops around today...maybe a few will chime in here.
My thoughts was that the elasticity of the guibo was causing the phenomena of the rpm/ differences.
Marty

Joe...914 resting easy now
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@Maltese Falcon
@mb911
Marty how does the fan rpm exceed the engine rpm down low and then drop 1000rpm slower the crank rpm up top?
[/quote]

Ben, Excellent question for the Ludwigsburg brain trust
The specs are from Porsche customer service (kundendienst) and even they need to be accountable for information passed to us.
I figure that there are enough 935, 962, private engine building shops around today...maybe a few will chime in here.
My thoughts was that the elasticity of the guibo was causing the phenomena of the rpm/ differences.
Marty
[/quote]

I wonder if a Corvair fan could be used with a run-in pulley like are used on some modern alternators?

Saw a flat fan assembly online for $25,000. I could swear someone else was making reproductions for around $4k but can't seem to find it.

Interesting.. Do you have a picture of that part by chance?

The RPM problem is a typo. The 7000RPM should be 9000RPM
The Giubo has the flexibility to absorb shock, but it does not allow slip. All of our 914's have a Giubo of a sort in our steering shaft; the rubber joint.
Here is an example of a Giubo joint used on the 917 driveshafts.

Here are some photos of the flat fan drive

Thanks Dave! I still want one for my six. Love to see one for the Type IV

My bud Jim in SoCal who builds, maintains, and races vintage 935/962's can supply you with his race proven horizontal fans. He builds these in his machine shop...and they are as good as the real McCoy; possibly better as you would otherwise be buying a very well-used antique. Porsche factory Race Dept. NEW prices, possibly In$ane.

www.jimtorresracing.com

http://forums.pelicanparts.com/porsche-911...stallation.html
As long as you have deep pockets, then you can start ordering:
https://www.aasesales.com/products/noloc-j128-24000r-110746

Here's another piece of research from (the late) Bruce Anderson...
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That is quite a different value for airflow.

Thanks for flipping my car Marty. I can see that a trip to So Cal is in my feature.
Maybe you should do a black and white car show…

Let me know when you are out SoCal way Joe, will be cool to meet up !