i need to know what other differences there are between the 914 version of the t4 engine and the 912E version.

why does one cost 1200 as a core and another cost 500 as a core?

b

One is for Porsche and the other is for a VW!


Same longblock

tin and different FI is the only difference between them. Maybe a special flywheel ......only seen one 912E engine outta the car.

one of thems an engine from a real porsche?

im trying to pull a AA here, where's Jake?

b

912E has more unique (ie rare and expense) smog and exhaust components, particularly on Calinazifornia cars. standards where getting tougher. . these are more expensive parts. Some sheet metal on the engine is also unique to the 912E and hence hard to find if it is lost to prior owners say when car is purchased with no engine,

Also the 912E unfortunatly falls under Calinazifornias super strict fixed smog year for testing. It is unforgiving if original smog equipment is missing, or beyond repair so you may need to get it, thats why the prices for complete cores is so high, all the extra goodies, others wise they are not that much different than a 914 engine.

The old 912 (that teh 914 replaced in 1970) non 912E with the 356 style motor are a whole different thing.

76 912E, just engine. local to me for 1200 cash.

core but should run is what the mechanic said. Are these just 914 engines left over from the 76 914?

b

QUOTE

core but should run is what the mechanic said. Are these just 914 engines left over from the 76 914?

Well... as a core, yes. There's quite a few other diffs. as mentioned here.

Yes, as Porsche had only so many (4100) 914 76 bodies to build cars out of. Ok, then Porsche decided to fill the "cheaper" Porsche lineup witha 912E with the ready to go 914 2.0L engine.

okay.

so what makes thier value higher?

b

The 912E IS A Porsche unlike the 914 which is a VW

im not paying 1200 for a 914 engine as a core....

b

I could have told ya that 9 posts ago...

I think the 912E engine had L-jet FI like the 914 1.8 engine as opposed to the D-jet of earlier 2.0 engines. Do they have the 912E tranny available?

its a 4 speed tranny isnt it, with removable second gear?

I'll check.

b

QUOTE (bd1308 @ Jan 7 2006, 08:21 PM)

its a 4 speed tranny isnt it, with removable second gear? I'll check. b

does it come with the trans?

its a 923 )915 with 901 input shaft...,..


trannies are worth a mint...

QUOTE (Aaron Cox @ Jan 7 2006, 08:53 PM)

QUOTE (bd1308 @ Jan 7 2006, 08:21 PM) its a 4 speed tranny isnt it, with removable second gear? I'll check. b does it come with the trans? its a 923 )915 with 901 input shaft...,.. trannies are worth a mint...

oh... and its a 5 speed... 915. special gears and most of all a 901 style input shaft......

called the TYP 923

Does this core come with the fuel injection and smog components? That is the only real difference besides the sheetmetal. Jake would know for sure. If it has the fuel injection let me know, I'll compensate!

huh? just find a 1.8 Ljet system and tune it for a 2.0.

or wait until a certain someone markets a MS kit...

b

I have 912E # 265 and I have previously owned # 1887 and 327. I also have a factory engine section workshop manual ( German 4 ring binder). I just removed the engine from #265 due to a very leaky oil seal. When we removed the flywheel we found one of the three shims badley deformed and the rear bearing would rotate about 15* . I desided to put this core on the shelf and build a completely new engine. Other than the tin, FI, exhaust manifolds and motor mounts I can't see anything different . Mine already had the unique thermal reactors removed. I did notice that the engine has no serial number. The engine # is on the fan shroud. Len Hoffman tapped threads into the bottom of the heads he did for me. He said 912Es have these on the 3/4" squares on the bottom . These probably support the heat exchangers and muffler as there is no Xmission to hang them on. Oh, I'll be building a Jake Raby 2056.

QUOTE

so what makes thier value higher?

The cam?


KT

QUOTE (trekkor @ Jan 8 2006, 07:30 PM)

QUOTE so what makes thier value higher? The cam? KT

Trekkor, those 912E engines had the carb'd T4 cam.



Tom

The factory book I have says: Intake opens 12*BTDC and intake closes 42*ATDC and Ex opens 43*BBDC
and Ex closes 4*ATDC
they give no lift info and valves are 42MM & 36MM

QUOTE (Tom Perso @ Jan 8 2006, 07:54 PM)

QUOTE (trekkor @ Jan 8 2006, 07:30 PM) QUOTE so what makes thier value higher? The cam? KT Trekkor, those 912E engines had the carb'd T4 cam. Tom

yet they all had L-jet from the factory?

so L-jet handles carb cams???

wait...that kinda makes sense.

b

I have researched the 912E for about 17 years now and currently own two(986& 486).. The 912E is a huge portion of my customer base because so few people understand the car/engine.

The 912E uses the same longblock as a 1976 914. The camshaft used is the same spec as a 2.0 Bus engine due to the L jet EFI and lower CR of the engine from the factory.

The realy special components for the engine are many of the EFI parts, and the entire exhaust system including heater boxes. We are currently having 100% reproductions of these being made from Stainless since originals are so shot out after 30 years.

The flywheel/clutch/pressure plate/disc are all 914 parts 100%.

The tranny has the SAME gearing as the 915 for the same year 911. The difference in the 923 gearbox is the input shaft, as it is a 901 unit. For this to work the intermediate assembly is different and that calls for special bearings. The 912E used a 14" wheel and a shorter tire to lower the gearing a tad for the less powerful engine that only made 76HP stock.

The 912E engine was a "Sweep the floor" unit for sure. Of the dozens I have built (well over 100) no two have been exactly alike! None of them have an engine serial number on the case, only on the fan housing!