'The' 914
General:
1975 914-4 converted to a six for street use in 1990. With a RS spec 2.7, wider wheels, and sloped steel nose it got a lot of attention on the steet - both from looks and from it's ability to spank and embarrass newer, 'faster' cars. Wasn't competitive at AX / TT as a 'modified', so it gradually got stiffer, lost weight. When it made it's jump to club racing in '96, it was transformed from a street car to a track only, center seat, highly modified, vestigial 914 --- 'the' force to be reckoned with in gt4. It has continued to evolve over the years . . . 2.8 engine, 915 tranny, aero mods, electronics, etc. Very well sorted, a blast to drive, and popular with the crowd & stewards. At least in the local regions, it's known as
1975 914-4 converted to a six for street use in 1990. With a RS spec 2.7, wider wheels, and sloped steel nose it got a lot of attention on the steet - both from looks and from it's ability to spank and embarrass newer, 'faster' cars. Wasn't competitive at AX / TT as a 'modified', so it gradually got stiffer, lost weight. When it made it's jump to club racing in '96, it was transformed from a street car to a track only, center seat, highly modified, vestigial 914 --- 'the' force to be reckoned with in gt4. It has continued to evolve over the years . . . 2.8 engine, 915 tranny, aero mods, electronics, etc. Very well sorted, a blast to drive, and popular with the crowd & stewards. At least in the local regions, it's known as
'THE' 914
The center seat configuration and lively paint scheme, as well as its quickness and speed attract a lot of attention to the car. Was told that it was among the most photographed 'non-historically significant' Porsches at RennSport Reunion II - even got its mug in Excellence in their coverage of Rennsport II. It's been in Pano and several covers of Slipstream. An emormous amount of thought and planning went into this car's creation before the first tube or panel was cut. While the engine is certainly strong, and the gearbox up to the task, it's the chassis that makes this car's magic. The car nearly responds 'before' input is made - like it anticipates the next move. I'm absolutely convinced that the slowest thing on the car, the item that holds it from its full potential, is it's current driver.
Engine:
2.8 liter short-stroke. 66mm x 95mm. Built on '75 930 aluminum case - so strong as you're gonna get. Case surfaced to square then line-bored to standard. Kremmer & 'windage' mods. Larger 930 oil squirters. Oil bypass mod. Race prepped crank (Ollies) - 2.0 counterweighted (debated the benefits of the non-CW). 930 oil pump - new when engine assembled. Fresh intermediate shaft. RaceWare cylinder studs. Fishmouthed barrels. One of the major benefits of the short stroke, is the ability to use the later 3.0 liter heads, with their bigger valves. Twin plug heads with extensive porting. Pauter rods. JE custom pistons w/ 11.5:1 CR. (to get that CR with the short stroke and big bore, actually have to machine reliefs into the piston dome for spark plug clearance) GE80 cams in 4 journal housings. pressure fed tensioners. PMO 50's, jetted on dyno to maintain safe air/fuel ratio, but for max power --- peak HP at 7,800 rpm. Tall racing manifolds. Electromotive crankfire twinplug ignition w/ Magnacore wires. Modified air deflectors. Turbo valve covers - modified to all their removal with the engine still in the car (not easy in a 914) Aeroquip fittings custom solid engine mounts aluminum crank pully
Jetting, ports size, ignition timing, dyno results, other engine specifics can be discussed after purchase.
Tranny:
915. tall (active) 1st, and lower 3, 4, 5 to make close ratio - but still tops out nicely. Pulls redline at 8,200 in 5th at 162 mph (saw it @ Daytona Rennsport II) billet bearing retainer. new synchros, engagement teeth & sliders when assembled. 7:31 R&P (internal machining to allow for flipped ring gear) with cooled oil returned on the ring gear. Quaife TSD. External transaxle cooler/radiator on electric pump and aeroquip lines - filter screen. Kelvlar clutch, Patrick Motorsports light steel flywheel. T/O bearing actuated by hydraulic slave cylinder. Very custom shift linkage (d/t center seat, requiring linkage to go down the R side of the car). Lightweight 'race' starter. Custom rear support/mount. VW 'bus' CV housings with titanium 'cage' - inner & outer CVJ's.
gear ratios upon purchase.
Fuel:
Custom 15 gal FuelSafe cell (to fit bodywork) inside an aluminum can. Two suction, one return. Twin fuel pumps into a vertical sump tank, with third fuel pump from sump to engine. All aeroquip. Fuel pumps on separate switches. Canton replaceable fuel filter. Vent line with roll-over valve. 'reserve' set-up. No fuel guage, but with reserve, can do 1.5 hour enduro without refueling.
Oil:
930 oil pump. -12 Aeroquip to BAT 180deg thermostat to large sump tank or thru two modified Fluidyne 30617 front coolers. Air ducted into and out of coolers. Custom 'Y' fittings to allow parallel plumbing of coolers (more efficient). Canton oil filter. -16 Aeroquip line from sump tank, thru Canton oil screen, to engine oil cooler. Accusump with electric solenoid valve.
Electronics:
AIM data acquisition dash. Temps, pressures, exhaust O2, etcl all w/min/max alarms. digital and analog tach, lap / split / best times gear selected track mapping long & lat G's --- it's great ! giant idiot lights for low oil pressure (set fairly high, 20psi) and charging (alt) - for fan belt (cooling) loss. Communications radio w/ steering wheel PTT switch. Main / ignit / pumps / cooler switches with confirmation lights. Electromotive ignition modules are relay switched. AMB transponder hardwired. Light weight race battery.
Brakes:
Tilton twin master brake cylinder and single clutch in Wilwood swinging pedal assembly. Cockpit brake bias adjustable. 'BIG RED' fronts w/ Porterfield pads and 13" x 1.25" fire slotted rotors up front. Drilled Carrera rear rotors on rear w/ 944TurboS front calipers, Again Porterfields. Pressure actuated brake light switch.
Chassis / Susp:
Now to the really good stuff. HEAVILY trianlgulated cage, connected to and reinforcing suspension pick-up points. Cage re-inforced from front to rear - protects fuel cell in front to supports cantilievered wing in rear. Maximum driver protection with side crush zones on each side. This car does NOT flex. Boxed semi-trailing arms in rear on urethane bushings - re-inforced inner tabs. Seam welded rear tub. Cage reinforces inner trailing arm pick-up. 935 style front suspension geometry. Bump steer adjusted to virtually zero. Coil-over front, spindles raised and re-inforced. Front track widened by 6" - by moving struts, not by using wider wheels - greatly increased turn-in and decreases understeer. Camber is adjusted from under the car. Steering rack limiters prevent going over center. Heim joints everywhere - front & rear for adjustments. 22mm front sway bar goes much higher thru the body with longer (adjustable) drop links. Rear shocks w/ coil-overs are mounted horizontally transverse across car with rocker arms / drop links to trailing arm --- gives progressive spring rate and decreases un-sprung weight. Rear sway bar w/ adjustable downlinks. NEW chrome-molly 914-6 stub axles. 88mm studs on front, 100mm on rear. New wheel bearings within the last year. 245/16 on 8" wheels up front, 275/16 on 10" rear. Steel lug nuts of course
Body:
914 with center seat configuration. All glass panels, DZUS or D-ring style clips. Full width rear wing - aluminum spar, foam filled, glass covered. orig 914 steel tub. In early years, it got challenged a lot - but always passed; everybody knows by now . . . it's legal. Aluminum boxed rockers w/ steel tubing re-inforcement/support. Aluminum 'cowling' and toneau decks lead to air intake for engine fan. Fairing intake for carbs. NACA in rear decklid for tranny cooler. Interesting paint scheme - catchy enough to get its photo in Excellence for RennSport Reunion II in 2004.
Safety:
Int & Ext electrical cut-off switch. Fire suppression system - two nozzles on driver. High density foam for helmet impact zones. 5 pt belts. Quick-Release steering wheel.
FUN:
Let it be said, right up front, that I'm not a great driver . . . self preservation instincts keep me from allowing this car to do what it's capable of. Even at that, the car has lap records just about everywhere it goes. Usually outruns the 4R, and gt3 class cars, and even gt2's on the right course . . . a couple of seconds slower than the cups . . . depending on the track. Corners like a . . . 914 . . . good exit speed . . . just doesn't have the ponies to keep up with the cups on the straights. With the right driver, I'd bet there's cup car challenging times in this car.
Spares:
to be discussed at purchase, dependent on sales price.
Disclaimer:
946 has been in constant 'development' for the last ten years. As such, some of these photos may indicate details that are no longer accurate - i.e the Webers shown have been replaced by PMO 50's, and the cage bracing behind the driver's head has changed . . . still there, but allows for more aero fairing. There may be other subtle / minor changes.
While every attempt has been made to make the car safe, racing is inherently dangerous and no-one can foresee or prepare for all potential situations. Bottom line, no warranties, implied or stated, re: safety, reliability, competitiveness, yadda, yadda, yadda.
Engine:
2.8 liter short-stroke. 66mm x 95mm. Built on '75 930 aluminum case - so strong as you're gonna get. Case surfaced to square then line-bored to standard. Kremmer & 'windage' mods. Larger 930 oil squirters. Oil bypass mod. Race prepped crank (Ollies) - 2.0 counterweighted (debated the benefits of the non-CW). 930 oil pump - new when engine assembled. Fresh intermediate shaft. RaceWare cylinder studs. Fishmouthed barrels. One of the major benefits of the short stroke, is the ability to use the later 3.0 liter heads, with their bigger valves. Twin plug heads with extensive porting. Pauter rods. JE custom pistons w/ 11.5:1 CR. (to get that CR with the short stroke and big bore, actually have to machine reliefs into the piston dome for spark plug clearance) GE80 cams in 4 journal housings. pressure fed tensioners. PMO 50's, jetted on dyno to maintain safe air/fuel ratio, but for max power --- peak HP at 7,800 rpm. Tall racing manifolds. Electromotive crankfire twinplug ignition w/ Magnacore wires. Modified air deflectors. Turbo valve covers - modified to all their removal with the engine still in the car (not easy in a 914) Aeroquip fittings custom solid engine mounts aluminum crank pully
Jetting, ports size, ignition timing, dyno results, other engine specifics can be discussed after purchase.
Tranny:
915. tall (active) 1st, and lower 3, 4, 5 to make close ratio - but still tops out nicely. Pulls redline at 8,200 in 5th at 162 mph (saw it @ Daytona Rennsport II) billet bearing retainer. new synchros, engagement teeth & sliders when assembled. 7:31 R&P (internal machining to allow for flipped ring gear) with cooled oil returned on the ring gear. Quaife TSD. External transaxle cooler/radiator on electric pump and aeroquip lines - filter screen. Kelvlar clutch, Patrick Motorsports light steel flywheel. T/O bearing actuated by hydraulic slave cylinder. Very custom shift linkage (d/t center seat, requiring linkage to go down the R side of the car). Lightweight 'race' starter. Custom rear support/mount. VW 'bus' CV housings with titanium 'cage' - inner & outer CVJ's.
gear ratios upon purchase.
Fuel:
Custom 15 gal FuelSafe cell (to fit bodywork) inside an aluminum can. Two suction, one return. Twin fuel pumps into a vertical sump tank, with third fuel pump from sump to engine. All aeroquip. Fuel pumps on separate switches. Canton replaceable fuel filter. Vent line with roll-over valve. 'reserve' set-up. No fuel guage, but with reserve, can do 1.5 hour enduro without refueling.
Oil:
930 oil pump. -12 Aeroquip to BAT 180deg thermostat to large sump tank or thru two modified Fluidyne 30617 front coolers. Air ducted into and out of coolers. Custom 'Y' fittings to allow parallel plumbing of coolers (more efficient). Canton oil filter. -16 Aeroquip line from sump tank, thru Canton oil screen, to engine oil cooler. Accusump with electric solenoid valve.
Electronics:
AIM data acquisition dash. Temps, pressures, exhaust O2, etcl all w/min/max alarms. digital and analog tach, lap / split / best times gear selected track mapping long & lat G's --- it's great ! giant idiot lights for low oil pressure (set fairly high, 20psi) and charging (alt) - for fan belt (cooling) loss. Communications radio w/ steering wheel PTT switch. Main / ignit / pumps / cooler switches with confirmation lights. Electromotive ignition modules are relay switched. AMB transponder hardwired. Light weight race battery.
Brakes:
Tilton twin master brake cylinder and single clutch in Wilwood swinging pedal assembly. Cockpit brake bias adjustable. 'BIG RED' fronts w/ Porterfield pads and 13" x 1.25" fire slotted rotors up front. Drilled Carrera rear rotors on rear w/ 944TurboS front calipers, Again Porterfields. Pressure actuated brake light switch.
Chassis / Susp:
Now to the really good stuff. HEAVILY trianlgulated cage, connected to and reinforcing suspension pick-up points. Cage re-inforced from front to rear - protects fuel cell in front to supports cantilievered wing in rear. Maximum driver protection with side crush zones on each side. This car does NOT flex. Boxed semi-trailing arms in rear on urethane bushings - re-inforced inner tabs. Seam welded rear tub. Cage reinforces inner trailing arm pick-up. 935 style front suspension geometry. Bump steer adjusted to virtually zero. Coil-over front, spindles raised and re-inforced. Front track widened by 6" - by moving struts, not by using wider wheels - greatly increased turn-in and decreases understeer. Camber is adjusted from under the car. Steering rack limiters prevent going over center. Heim joints everywhere - front & rear for adjustments. 22mm front sway bar goes much higher thru the body with longer (adjustable) drop links. Rear shocks w/ coil-overs are mounted horizontally transverse across car with rocker arms / drop links to trailing arm --- gives progressive spring rate and decreases un-sprung weight. Rear sway bar w/ adjustable downlinks. NEW chrome-molly 914-6 stub axles. 88mm studs on front, 100mm on rear. New wheel bearings within the last year. 245/16 on 8" wheels up front, 275/16 on 10" rear. Steel lug nuts of course
Body:
914 with center seat configuration. All glass panels, DZUS or D-ring style clips. Full width rear wing - aluminum spar, foam filled, glass covered. orig 914 steel tub. In early years, it got challenged a lot - but always passed; everybody knows by now . . . it's legal. Aluminum boxed rockers w/ steel tubing re-inforcement/support. Aluminum 'cowling' and toneau decks lead to air intake for engine fan. Fairing intake for carbs. NACA in rear decklid for tranny cooler. Interesting paint scheme - catchy enough to get its photo in Excellence for RennSport Reunion II in 2004.
Safety:
Int & Ext electrical cut-off switch. Fire suppression system - two nozzles on driver. High density foam for helmet impact zones. 5 pt belts. Quick-Release steering wheel.
FUN:
Let it be said, right up front, that I'm not a great driver . . . self preservation instincts keep me from allowing this car to do what it's capable of. Even at that, the car has lap records just about everywhere it goes. Usually outruns the 4R, and gt3 class cars, and even gt2's on the right course . . . a couple of seconds slower than the cups . . . depending on the track. Corners like a . . . 914 . . . good exit speed . . . just doesn't have the ponies to keep up with the cups on the straights. With the right driver, I'd bet there's cup car challenging times in this car.
Spares:
to be discussed at purchase, dependent on sales price.
Disclaimer:
946 has been in constant 'development' for the last ten years. As such, some of these photos may indicate details that are no longer accurate - i.e the Webers shown have been replaced by PMO 50's, and the cage bracing behind the driver's head has changed . . . still there, but allows for more aero fairing. There may be other subtle / minor changes.
While every attempt has been made to make the car safe, racing is inherently dangerous and no-one can foresee or prepare for all potential situations. Bottom line, no warranties, implied or stated, re: safety, reliability, competitiveness, yadda, yadda, yadda.
914-6 spyder
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