Nope. The oil temp sender wire emanates through the engine shelf on the car, not the engine tin.

I am thinkin its only the subtleties of the throttle body/vaccum connecitons as Wonki has described.

gentlemen.


i'm not referring to the wire.
correct me if i am wrong but the wire for the oil temp gauge sender was already there in all cars anyway?

i'm talking about the plate on the bottom of the engine.
thats the part that is different on a complete engine assembly in a car without the gauge v a car with the gauge.
that lid is only available for the 1.7, 1.8 and 2.0. ie 1973 on. when the gauge pack and console is available as an option.
1.7s earlier than 1973 are referred to as plain 914/4 or 914-4 in the parts manual not 1.7.
reading PET closely it looks like it says to me that all 2.0s got the special gauge plate by default, but not 1.8s. unless you ordered the 1.8 with the gauges from factory the plate was the standard one. PET implies you could do same thing with a 1.7 in 73 too.

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bear in mind that the engines (completely assembled) came from the hamburg factory, 230km from osnabruek.

if the practices at hamburg were the same as wolfsburg the engines were filled with oil once fully assembled and ok'ed. the last step before being sent further down the line was to spin them up on a machine connected to the engine. they were not fired up, but they were spun up. the first time they were fired was at the end of the production line when the car was driven off the line and on to a rolling road. (i think they extracted a sampling of engines to run on a dyno before they left the engine assembly area but i don't think they ran all the engines on a dyno fired up).

i'd say it would be highly likely the same thing was occurring at karmann.
the production line was in most respects similar just at a smaller scale.
particularly the last bit where fully fitted out bodies were mated with the drive train and suspension assemblies. the drivetrains were on a heavy jig that appeared to move in sideways under the overhead cradle carrying the completed bodies. these engines (and gearboxes) were sealed components, already filled with lubricant (oil or grease) much as per other components arriving at the factory.

it would be inconvenient at karmann if you went for the wire for the oil gauge with a build sheet that said console and the shell had the console already in only to find there was no temp sensing "oil sump lid" present on the engine. or worse it was the wrong engine sitting there on the jig ready to go with the gearbox and the rest of it, because a hungover worker had pulled a 2.0 off the rack.

you could plug and play and take the car off the line and change the plate.
but you would probably have to do an oil change on the factory floor?
you would be "breaking open" the engine.
you could do the same thing at the dealer in the USA for sure. just lose the oil.
(but not with a 2.0 by the looks of it, with those it really was just plug and play? - plates already there whether its a 2.0 with appearance group or not?)
i'm not sure how much oil comes out when you pull that plate but its either the lot or enough.
but these were coming off that assembly line with guages and consoles installed.

its an assembly line, not a garage workshop?

logistics?

i don't think these numbers are some kind of mystery.
its code for the assembly workers to make sure the right component comes off the rack at the right time? its about having the correct finished and sealed component - in this case the engine. part of that is the emissions gear. that affects the component being made elsewhere. and part of that is an options alternative. that also affects the sealed component made elsewhere. more than emissions variables are able to affect the composition of the component? thats the logic i am using for this probably false theory.

one of the surprising things that did come out of this little bit of "research" was that on some days in nov. 73 they were putting minimum 120 cars out the door. (we got a k# with a 6 in it). they might have been working two shifts? but if they weren't thats one every 4 minutes? even one every 8 minutes is fast.

if you are fooling around with taco plates your losing time?

my theory does not explain this however.

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this is an interesting vid to watch.

https://www.youtube.com/watch?v=vx0UHvkR_qY

its not vw in the 1970s.
but it gives an insight.
if nothing else its entertaining.

or you can skip to near the end.
last step before it heads off to the dyno.

pictures of the part i am talking about.
oil gasket is involved.
i have no gauges, and if i wanted them, nothing to hook up to.
just like the last picture.

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its a good thing we are not trying to do the 75 1.8s.

the distributors get complex to make sense of in the PET catalogue.
i take my hat off to the porsche USA spare parts guys working in the 70s.

the PET i have (and i guess a lot of folks have downloaded) carries the numbers for parts that have superseded the original part.
the new dist is 021 905 205 S that replaced the original 74 dist.

the factory manual refers only to the original distributor for 74 1.8s.
022 905 225 AA.

but you can work it out.
there is only one distributor for 74.
its 022 905 225 AA.
(for 74 they either connect the advance hose for 49 states and don't connect it for california - we surmise, because you can go through the factory workshop manual front to back and there is nothing there to mention that its one hose for calif, and two hoses elsewhere. the only place that is is the tune up sticker on the engine and the CARB docs that L-Jet put us on to).

for 75 it gets way more complicated.
they use a new distributor. 022 905 205 AB.
it uses two different rotors.
a speed limited rotor for 49 states.
a rotor without a speed switch for california - instead a separate speed switch near the relays for the EFI under the battery. limits fuel supply instead of cutting ignition spark. (the californians want that spark there still burning hydrocarbons rather than spewing unburnt fuel out the exhaust on over rev?).
the 75 distributors have a different vacuum can with different retard values than the 74s.
the 75 distributors have the same centrifigal values as 74.
neither 49 states or calif have the advance hose hooked up. that is specifically mentioned in the factory workshop manual.

the parts catalogue can throw things because it suggests there is an alternative rotor for 74 distributor. but i think its really saying the older 022 905 225 A rotor is the one to use with the S dist. that supersedes - making sure you have the speed limited rotor.

but the catalogue puts it the same way for the 75, except they are suggesting there is an alternative rotor to the rotor they list separately which is speed limited. no other mention is made of that rotor except under the primary listing of the distributor. you can't read it the same way as you can the 74 dist. the 75 dist is not listed as having any superseding part.

the only seperate rotors as parts listed further on for 74 and 75 are speed limited.
its a very esoteric way of picking up the non speed limited rotor.

if you were a spare parts guy you would have had to know your stuff.
though it would not make much difference to how the car would run in california, its just you would get ignition cut off as well as fuel cut off if you fitted the 49 states rotor by accident? or maybe there is something in the ECU too. i'll leave that for whoever wants to try and crack 75 engine stamps.

less safeguards (none!!!) if you fitted the calif rotor to the dist without having the calif. fuel cut off switch. nothing to stop you over-reving? no ignition cut off, no fuel cut off.

-------

thats how they did the distributor for 74. they kept it simple. same distributor, just the advance hose went nowhere for calif.

going back to the start of this wild goose chase and @Clubsport32 question.

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chasing stuff about 1.8 numbers i did come across a limited set of M #s for type 4s (411/412). for 1973 MY for EA and EB engines for 412s, M553 meant north american (usa/canada) specification. since they were using EA engines in europe that probably meant drilling out the fan hosing for the charcoal filter hose port on na cars to distinguish them from euro?

didn't run across M28.
its fair to say that the engine stamp there is saying its got two M code specs.
M28/553.

didn't stumble on anything that could say what 022.6 would mean.

ok @JeffBowlsby .

i had another crack at this one and went back to the BAT ad.
found another image.
not d370 - but EA370.
some paint missing or dirt over it.
enhanced you can see it.

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the car it came from is a very early 74 1.8
built Nov 1 1973. (k# 4459576). vin 4742907674.
possibly in the first few days of production of the 1.8 L jets.

i had another look at your collection of paint markings on your website.
you have a number of GA 2.0 engines also with the EA 370 stamp along with 621 underneath.

its possible that EA 370 is not referring to a specific engine type, (ie 2.0L or 1.8L) but the overall development number for the model year engines. in this case 74MY?
maybe very early engines bear the EA stamp? certainly curious that both a 1.8 and some 2.0L engines have the same EA number stamped on them.

HOW THE NUMBERS WORK FOR 70-71

022.6

the engine is an 022 type 4 engine with fuel injection.
(an 021 is a type 4 engine with carburettors).

the .6 is the particular variant of the engine.
in this case with the engine tins (apron/edge pieces) to suit the 914 engine bay.

the 914 started out life as a VW type 4, with a type 4 model number.
(initially the car was to be a VW version with the 4, and a porsche version with a 6,
only closer to production did it become the hybrid VW-Porsche 914).

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from parts catalogue VW Type 411/412

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M26/553 were VW M Codes outlining a particular specification for the 022.6 (914) variant of the type 4 engine.

full list of type 4 M-Codes.
from parts catalogue VW Type 411/412.


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this

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means
type 022 engine (fuel injected type 4) for 6 (vw-porsche 914/4)
with
M26 activated charcoal holder for absorption of fuel gases.
part of
M553
US/Canada equipment package.
Sealed Beam Headlights, Flashing lights with side marking lights,
Tailight with Red Flashing lights,
Buzzer for Ignition Switch,
Side Marking Lights,
Dual Circuit Brake light,
but without headlight flasher and parking lights etc.

in short - 914 engine for north america.

at this stage they were only making the one 4 cylinder engine for north america through 70,71 and 72.

things got more complicated in 73.
i've seen photos of VW type 1 engines accumulating a large number of M codes on them to mark the spec they are / which model.
easy to start having errors on assembly line - wrong engine off the shelf?

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from 72 - 73 things get simplified.
they move into a single stamped three number code.
right across the entire VW model range.
more on that next.

- the 914 4 cylinders get 6 as the first number of that code, at least until 1975.

Amazing research. Whats the difference between 1.8 and 1.8V?

Also VERY interesting that the 1976 914 1.8/1.8V is indicated. Apparently wishful thinking.

V is the code used in the parts manual to distinguish the twin carb euro 1.8.
carby is Vergaser in german.
strictly speaking they maybe should have called them 1.8Z in the catalogue.
Zweivergasser. dual carb.

yeah, i don't think they sold them in 76 given they sold only 101 1.8Vs in ROW in 75.
its about the only sub variant (besides the G two litres) you can work out the production numbers for since the engine was in nothing else.

you can't find 022.6 stated explicitely anywhere in any VW documents i came across but you can surmise it from that 411/412 PET. 022.1 022.2 022.3 and so on.

i found all this stuff getting to the bottom of EC-A and EC-B.
there is more. i'll post it when i have a bit of time.
its a part explanation for the numbers that come after 72.
not complete and i can't be certain exactly how it works.
but the first number of the three is definitely allocated to particular VW models.
and they change them on an annual basis if models were dropped from the range.

the key bit of information was stumbling across the PET catalogue for the 411/412 on VW's own classic website. its in german but you can work it all out from that.
thats the only place where the type 4 M codes are. i think the 914 shared these M codes but it may have had some of its own specific ones too.

so mr. b this is all thanks to you.
i would never have normally bothered to look up this stuff.
i just wanted to find out about my EC-B engine.
its pretty obscure stuff.
and folks have had some whacky ideas about what those stamps mean.
esp on the samba site.
some guesses were pretty close when it comes to the early stamps.
but no one had worked out the three number stamps.

i think i have a version.
i'd need more info to really crack it.
but i have a version of how it works thats probably half way to it.

@JeffBowlsby

below is about as far as i can take the logic for the three number series of engine stamps past 72.

first of all i looked at your engine stickers and markings section on your website.
i liked the way you posted them chronological.
to try and tease out an order?

https://bowlsby.net/914/Classic/PLM.htm

i thought ok. there is something there.

the weird thing that jumps out is the EA EB series engines.
in between the numbers for the EC engines and the G series engines.

whats that about?

and then it goes from 6 as the first number for 73/74 to 9 as the first number 75/76.

its kind of chronological set of numbers and kind of not.


-------

i'd found random engine stamp numbers in research for EC engines along the way.
for different model VWs.

this is what i found.

VW type 1 engines. (beetles) with upright fan shroud.
all seemed to start with 1 as first number of three digits.
(i found a thing with the same number, has the same engine, but might not have been an original engine as i think things basically take a beetle engine straight up).

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i came across a bus engine, for buses fitted with type 1 engine.
has a 2 as a first number of three digits.


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found a 73 type 3 engine. (last year of type 3 production).
has a 4 as first number.


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found a type 4 engine. 74 412 with L jet.
has a 5 as a first number.

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then found something interesting.

75 bus with a type 4 engine.
has a 7 as the first number.

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couple of 78 buses with a type 4 engine.
has a 4 as the first number.
(thought, wait a minute, type 3 had 4 in 73 .....but that was it for type 3 as ceased production in 73).

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so maybe buses with type 4 motor got reallocated the 4 number post 75 or something like that?
...........and is this a bit like 914 goes from 6 to 9 in 75 as the first number.

and that 6 that is in front of the 73/74 model engine stamp numbers links with the 6 that comes after 022 in the 70-72 cars. so 6 stays with 914s from 70-74 in terms of production identification for the engines being made in hamburg.

---------------

thats the point in thinking where i thought, ok the first number represents the model the engine is going in.

but the number does not stay stable. it gets reallocated in periodic adjustments of the model allocation number as VW cease production of certain models and introduce new models. there is quite a bit of that going on in the period 73-77 as VW overhaul their range and introduce the new water cooled engine cars to replace the air cooled cars.

----------------

then i took another look at the 914 numbers and arranged them slightly differently to your chronological list of markings down the page.

i used the numbers instead arrranged in ascending order down the page.

i got this as a rough worksheet. and thats all it is. a rough worksheet.

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the black ones are the ones we know exist.
the red ones are the gaps in the numbers.
they could be real or they could not exist.

there are quite a few variations of the 914 engine unaccounted for.
particularly the european variants of the motor.

one way to flesh out this speculative list is to canvas member owners of 1975 1.8s.
those numbers can be obtained from resources available to this website.
they are hard to see hidden under the heater blower fan hose so members need to look and uncover them. not something you can glean from BAT ads.

as to euro 1.8s. the only one probably is that one in the porsche museum.
they may be able to oblige?

------------

i think the EA numbers work the following way.

EA370 covers the development order to do the post 72 engine range.
its probably an order supplied to porsche.

then there is the mysterious EA 349 development order.
this is matched to a 621 G series engine.
??????????
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you need a full list of the VW EA projects with the dates to get to the bottom of that.

----------------

i think what happens in a very approximate way is.

initially the program for replacement engine range (post 72) gets laid out.
all the numbers are allocated.
they already know before 1972 what they have to do and they know the steps ahead in relation to US EPA and CARB laws and the years in which the steps will occur.
1. unleaded gas.
2. lowered NOx CO HC emissions.
3. introduction of cats.

so the set of two final numbers of the three get allocated/listed.

initially it would have all been laid out under the assumption of 6 as the first number.

the 6 gets changed to 9 in 75 because VW do a reshuffle on the model number the engine is going into as they rearrange their model range?

thats as far as i can take it.

but it is within the means of this website and members to flesh out the 9 series of numbers for the 75 1.8s and fill in a few more gaps.


and i have made my deadline to get all of this out of my files and on to the website here before the end of the year so i can go do something useful in 2020.

happy new year for 12 hours away now here. we are on the other side of the dateline.

@wonkipop - and a very happy ending to 2021 and hope for a grand 2022 to you from the other side of The Blue Marble!
Thanks for all you've done for us this past year!

@JeffBowlsby

came across one more you can add to list of 914 stamped numbers.

throws my theory out a bit!

920. (75 1.8)

(there is a 620 given to a 73-74 GB 2.0 L engine).

advertised on ebay as a 75 1.8 engine.
looks right. emission sticker in correct place.

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close up of emission sticker says its a 49 state car.

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Thanks! I needed this 75 1.8L emissions label. Did I miss the theory on why these are not ECA-ECB? I have 918 as a 1975 1.8L 49-state car, this 920 is a new wrinkle.

yep - also wrinkles my theory on the engine numbers.

according to what i was thinking - the run of numbers from 73 on mean a 75 1.8 can't share the last two numbers of the three with a 73-74 2.0L. but looks like it does, (20) so there is some other explanation for the ordering of the numbers than they are cumulative.

918 and 920 seem to apply to 75 EC-a (small a = 49 state 1975).
so like in 74 there are two numbers for at least one of the 75 EC engine sub variants.
(i had that bit of my theory/prediction right with this 920 popping up).
EC-A (74 calif) = 606, 607.
EC-B (74 usa) = 604, 605.
and now.
EC-a (75 usa) = 918, 920.

need to get a number/numbers? on a 75 EC-b (calif).

i ran back over my files and found this looking closely.
a 75 1.8 chassis number .....01627. build date 10/74.
(this was a washington car sold new - 49 states).
has an EA number above 918 but its very smudged.
it seems of every year production there is a smattering of engines early on in the run which have these EA stamps additional to the numbers. at least the ones i have come across and can link to a vin/k#.


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@JeffBowlsby

@StarBear

The director of the Porsche Heritage and Museum replied to my letter.
I wrote as nice a letter as i could.

below is the engine stamp number for a 1974 !.8 (euro spec) AN engine.
(without appearance group gauges and console.)
This is the silver 1.8 held in the museum and was donated by Mr. Horst Marchart, former Porsche Development Chief.

its as hot as hell here and i couldn't sleep.
wandered down and took a look at computer having a glass of water - email just came through.

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Wow! Great job. More data on a different version. Making progress!

That is so cool!!!

i thought about that letter for a month before i wrote it.

i got a reply back in less than 24 hours.


basically i just said we were interested in preserving a culture of how things were made by a culture of people. thats all i did.
and ......i guess the car was accessible.
i also gave clear directions so that no one would be wasting time to take a look at it.

there is one number missing.
609.
i doubt we will ever find an example.
but my theory is sound when it comes to 1974 1.8s?

it gets more chaotic after that in 75 in terms of the number sequencing.

i have another thought on the whole thing.
which is 1.8 L jets were supposed to appear in 73.
but they did not make it on time.

thats a ramones song.
" i can't make it on time".

doing a final sweep through my files - here are a couple more examples.
examples found during our research for 1.8 ECA/B.
i didn't include these in tables of survey information as i could not get a chassis number on the cars. poor condition. but they are of interest.

#1
from infamous b. h. c. c.
74 1.8 with 605 engine tin stamp same as @StarBear car.
while it looks like its been worked over in usual way with a rattle can spray job tart up, and its lost its EFI for carbs, it does appear to be the remains of an original car. its got guages and a console same as starbear car. not quite as reliable as starbear car in originality stakes, but the pattern repeats as per my speculation. base car ordered with gauges and console from factory got different engine stamp due to the oil temp sump lid?

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#2.
the sad remains of a 75 1.8. car looks like a a terminal rust case that got parked a few decades ago and was picked over. whats left of it looks like the corpse of something that was pretty original. its got the newly discovered 920 engine stamp same as engine i posted earlier for mr. b's interest (which by the emission sticker was a 49 state 75 1.8).
918 is the other stamp for a 49 state 75 1.8.

this is an indication that the pattern of 74 cars repeats in 75? there are two engine stamp numbers for each variant of 1.8?

what was left of this car had a console in it. 920 = 75 1.8 with console and gauges and 918 = 75 1.8 without if ordered from factory new that way?

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also another 411/412 engine lying around in files.
(french ad!, says its a 914 engine, tin says its a 411/412 engine, probably a variant).
has same first number as the 411/412 i posted earlier as examples of the 3 number combinations for particular VW models.
looks like 411/412s likely ran a 5 series set of stamps for their engines.

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might be time to open a thread in garage section for members with 75 1.8s.
i believe there are two more numbers out there for those cars clustered around 918 and 920. for the californian 1.8s. there would also be two numbers i think for ROW AN engine 1.8s in 75 but i think we have buckleys and none chance of getting those.
would any even survive?

could run a second thread to see if there is anything more to EA and EB cars in 72/73 than the two known of 610 and 613.

@StarBear and @JeffBowlsby

i don't know enough about 73/74 2.0L cars. none in my general vicinity for 30 years for me to notice things.

just twigged looking at my old restorer's guide first edition that no matter what 2.0 L cars got a temp gauge. either the combo guage in the cluster or the fancy console one. i'm slow. i was thinking the sump lid temp connection was a redundancy thing in 2.0L in case you wanted the fancy console - but they all had it no matter what as they all had a temp gauge of one sort or another

whereas your 1.7. 1.8 like mine just got the idiot handbrake light flasher and a plain sump lid. i reckon my theory is very valid. there would have been folks who wanted that temp gauge even in their 1.8s. and porsche could give you one with the console if you special ordered it. but only if the engine was right with the correct lid in place.

i've been looking for consoles in 73 1.7 sales adverts thinking there could be other engine stamp numbers for 1.7s too besides 610 and 613. but not stumbled on a 1.7 with a factory fitted console.

Not all 2.0s received the oil temp gauge. Some had no OT gauge. Both OT gauges were optional equipment.

the plot thickens!

i looked up the pet catalogue.
it agrees with dr. b johnson.

says oil temp gauge not an option on a 2.0 - says its a choice between instrument binnacle or console if you tick the console. deleted from instrument binnacle when you get the console and replaced with idiots guide to the handbrake.

according to pet o t gauge is an option on the 1.7 and 1.8 if you tick the console box on the order. but you don't get to do the instrument binnacle one.

pet and dr. j book seems to support my theory. all 2.0s come with the engine sump lid because all get a temp gauge.
only console 1.8s would ever get a temp gauge and require a sump lid with temp sensor.

pet also says consoles were available as option for 1.7s in 73.
there must be some 1.7s floating around that got a console on factory order?
be interesting to investigate and see if there is a different engine stamp involved.
but i can't find one scanning recent sales documentation.



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For 1973-76 there were 914s without the center console and oil temp gauge, which was an Appearance Group item, find the models here: https://bowlsby.net/914/Classic/ModelNumbers.htm

I cannot find anything that indicatres if a 914 does not have the Appearance Group oil temp gauge in the console, then it had the oil temp in the dash gauge.

The list indicates for all 2.0L cars PN 91464110130 is listed

For 73 the list indicates PN 91464110240 as the standard 2.0L dash gauge without the oil temp for non-console (non-appearance group) cars. Its standard gauge does not include teh oil temp gauge

For 74 the list indicates PN 91464110150 as the 74 'standard' (non-appearance group) 2.0L gauge, but I cannot find a photo anywhere of that gauge. Anyone have an image ofthat gauge?

Here are gauges 91464110130 (top) and 91464110240 (bottom):

the distinguishing number seems to be the third set of three numbers.

a 102 is the standard type (with handbrake light) fitted to 1.7s or 1.8s, but also to 2.0s (if they have a console).

a 101 is the binnacle gauge that has the o t section at top.

pet says a /6 gets 101, then a 914 2.0 and then 74 2.0 on. the three different types evolution being covered by the last two numbers.

the pet is pretty clear.
you get the 101 as base level 2.0
"for cars without centre console".
you get the 102 if you order the console and it replaces the 101 in a console car.
which makes sense. why would you have two temp gauges.

but the 101 (for instrument binnacle) is never listed as a possibility for a /4, 1.7 or 1.8.

it would make sense that porsche wanted all the 2.0s to have a temp gauge.
they replace the 6 in the model line up. even in base form.
its the performance car.
(and it was, i have driven a 2.0 euro spec car here, they got up and went straight out of the box and to me actually felt faster than the 6 i drove. at least for the first bit away from the lights - the euro cars were also slightly lighter, less steel up the front and in the doors, pretty nice actually).

@JeffBowlsby .

i went to your link.
extensive list of model number (option packages) there.
but nothing that lists specifically what is in a standard 2.0 package for 73 on.

unless you are assuming that standard means no temp gauge
.....but the pet is making it clear that standard means it has a temp gauge and its in the binnacle. and its not if its got a console - which is the option.

where does the console fall? is it appearance group option. or is it performance group option for MY 73-74. that is how the console gauge offers up.

-----

i glanced at your engine table down the bottom.

our recent data collection on 74 1.8s could be used to update.
as we discovered its the other way around with the EC-A and B in 74.
pretty conclusively. ref CARB docs and original sales locations in either calif or 49 states.

the case of the 75s is interesting as the only place an EC-a or EC-b is mentioned is in
that service and training manual for 75s that you have. there is no classification of the engines as (a) or (b) on the emissions stickers anymore as they move into calling them engine family numbers. i think its 15 and 16.

i noticed something from reading the pet and looking closely at the engine types for 73 when i was trying to work out if there was something to base engines getting gauges.

it looks to me like the PET says W series engines keep being used for european cars in 73. they don't appear to list EA as being for ROW?
the EA and EB are strictly for the USA? the EA starting up in 72. either at start of model year or some time during model year?

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Side bar to the current conversation:
Did you send a link to your threads here when you emailed the Porsche museum? I would be curious to know if he saw the work you were putting in to deduce the long lost methods used 50yrs ago to build these things.

Van

i gave him the list of known numbers that jeff bowlsby had compiled and the extra three (including his) found with this recent survey. if he looked up jeff's website he would see how serious jeff has been over the years compiling stuff.

hard to know if porsche would be interested in what VW got up to at the hamburg eggbeater manufacturing facility. although these days they are supposed to be all one big happy family? its VW stuff not porsche manufacturing history?

lets face it - the numbers are mere curiousities?
or of interest to the super fastidious restorer.

but aside from idiosyncratic restoration of technological anachronisms, the #s seem to hint at something. the L jet engines have lower numbers in the sequencing than the last of the 1.7 D jets. i could be seeing too much in that. but its of interest.

it can only be answered by a proper historian, on the ground in germany, with access to the factory archives of both VW and Bosch.

no-one seems to know that much about the early development of L jet.
i've looked around. there is not much history on it.
plenty on D jet and the Bendix idea they developed up.

it looks to me like VW and Bosch were cooking up L jet well in advance and were pushing to get it into the cars as soon as they could. they knew it was the way to go but had some trouble getting it into the cars as early as they hoped?

its just a wild guess, but i think their ideal plan was to have L jet base cars and the D jet 2.0 in 73 when they revamped and re-orgnised the engine line and model make up. thats also about the time porsche was angling to take over full responsibility of the 914 project. i think the 1.7 D jets were in there as a contingency back up. they knew that the 1.7 in a california car was a disaster. and to some extent it was. 72 or 73 hp. a bit of a joke. unfortunately the 1.8 was a year late to save them from that situation.
and california was not some small sector of their market. it accounted for an absurdly large percentage of total porsches sold. so it was a real problem in 73.

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given over the last 2 years or so we have discovered three new numbers to add to the extensive collection and catalogue @JeffBowlsby has amassed on his website i had a bit of spare time to put the numbers as known into order.

this includes the 607 and 608 number discovered for 1974 1.8s and the 919 number for 1975 1.8s that more recently turned up.

there are still a few out there eluding us.

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@JeffBowlsby I believe this is the gauge your looking for. I just purchased this recently from 914Sixer (Mark) to add to my 74 1.8 after I get all the other components to make everything work.

Excellent, thanks!

You're welcome. Anything to help out the preservation of our little cars.

@JeffBowlsby

another one of the engine tin stamp numbers has come in from a member over at the samba. Lars S from Belgium. i see from his signature he is a great fan of the type 4 and has a collection of 411s and 914s.

the number is from a 1972 (european spec) 1.7 D Jet.
the engine is a W0 series engine as distinct from the USA EA series engines.
he knows his stuff, so the number would be valid.
its 606.

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kind of interesting because 606 gets used again for the (EA/AN edit typo) EC/AN series of numbers in 74.
i guess it makes sense. the W0 1.7 euro engines are retired at the end of 73 MY so the number series with 0 in the middle is available again to identify engines.

it would appear in 72/73 that the middle number as a 0 might be used for the ROW W0 engines, the middle number 1 for the EA engine of 72/73 for USA and EB engine of 73.
the middle number 2 gets allocated to the 2.0 L engines for ROW and USA respectively.
in 74 the 0 series gets given to the 1.8s after the 1.7 goes out of use?

i amended/updated the charts with the info to date

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@JeffBowlsby

i came very close to pulling down the # on a 75 1.8 euro spec car.
for sale in germany at present.
(would have been one of the 101 cars!!).
not much photo documentation. private ebay sale in germany.
one photo was so close. just see the top of the number peeking past the heater hose.

looks like it got backdated bumpers at some point during current owners time with car. one photo shows the original bumper. the sales info lists the model as a 75.
(pretty rough fit around the doors when you look close - )

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@wonkipop asked me to post this up here, it’s from my first 914-4 1,8 CA car.

Orig window sticker:
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Original 1.8 engine:
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@infraredcalvin

thanks for posting that mate.
you dropped in the last bit of evidence to prove my theory and gave us the final engine stamp number for all the USA market 1.8 L Jets. 74 and 75.
the window sticker is icing (confirmation) on the cake. 921 exists and is just what i thought it would be. its fantastic you came up with those old photos of your car.

updated engine code stencil stamps.

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found another 72 MY german delivery 1.7 with legible engine code stamp.
very good original condition well cared for.
engine stamp number looks to be 606.
matches one posted further up page i obtained off a european owner of euro delivered 72 1.7 = also 606.
These are WO series engines in europe - as opposed to EA series in USA at same time.

(ad lists the car as a 71 model. but its a 72. passenger seat update and stalks on steering wheel for windscreen washers. dealer has listed manufacture date? must be a 72MY made after Aug 71. european dealers often list cars this way.

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