OT: Working on my shop car, The wagon Porsche never built. . . Options

[aircooledtechguy]

I've had a long term project going now to turn my '67 Squareback into my shop car. While I love driving my 914, it has limitations as a daily parts hauler. I love old styling with new technology and updates, so my goal is to turn my humble Square into the wagon that Porsche never made. I want it to drive and handle more like a Porsche than a VW wagon and it's got to be a true "Sleeper" (not a real problem; since it's a wagon). (IMG:style_emoticons/default/shades.gif)

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This has been a 4-5 phase project.

Phase-1 - Convert it to Porsche 914 2.0L motor. Make it physically adapted to the car and running MS2 w/ Ford EDIS ignition. Get it tuned to be a daily driver. DONE!!

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Phase-2 - Make the motor look good and freshen it up with new P&Cs. The heads were freshened only about 2K miles before I got it, by me when it was in a clients 914 that he converted to Subie power. I noticed that once I had a few miles on it myself, it was using a bit of oil. So I upgraded to a new set of 96mm P&Cs. So now it's a 2056.




I had my local powder coater do all the tins in black and the plenum and runners in grey for a stock look. I'm running T-4 H/Es with a modified bus header and a Summit Racing Flow Master clone muffler. So I had those ceramic coated in black so they are not attention grabbers from the back. This car is a sleeper (IMG:style_emoticons/default/happy11.gif)



DONE!!

Phase-3 - Convert the rear suspension to the later style IRS and install a Porsche 923 trans out of a Porsche 912E. The rear suspension is DONE!! While at it, I upgraded it with 914 rear brakes, urethane bushings, adjustable spring plates and a rear sway bar. (IMG:style_emoticons/default/driving.gif)

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Since the trans is taller than a stock 4-speed and cutting into the car can't happen due to rear seat issues. I gained the 1.5" I needed by spacing the body off the rear suspension with spacers. So here I sit, on the final leg of phase-3. I now need to couple the motor/trans and lift it into it's final place and fab rear engine hanger mounts for the rear bar. It's late and I'm tired. . .

Phase-4 - Front suspension upgrade. Currently in-work

Phase-5 - Paint so it doesn't look so crappy, though it does add to the "sleeper" persona. . .

Stay tuned for more later. . .

[aircooledtechguy]

The Porsche fornication continues. . . (IMG:style_emoticons/default/happy11.gif) Made a couple refinements to the shifting and to the e-brake this week.

Last weekend I attended John Walker's annual Porsche swap in Seattle. I scored a perfect '72-'89 Porsche 911 shifter. This is the original style of shifter that was used with my 912E (923) 5-speed. Until now I have been using a slightly modified '73-'76 Porsche 914 shifter and while it worked well, it lacked the reverse lock-out of the 915 style shifter. However this style if shifter is no bolt-in part. I had to cut the ball off the bottom of this shifter and weld on the linkage mount off the 914 shifter in order to have the shift pattern right. Then I had to carefully cut a window behind the shifter tower so that I could access the shift adjustment bolt. Then I also had to cut a slot in the front and shave down some of the right fwd edge in order to continue to use my Porsche heater switch. Viola!! Smoother, even ore positive shifting with reverse lock-out!!

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Next was the e-brake handle. Since I upgraded the rear brakes using 914 rotors w/ 912E calipers, I had to switch to a hydraulic e-brake. The lock ratchet worked O.K. (barely O.K.) but needed both hands to dis-engage. I figured at first, no big deal. But after a couple months driving it, I really got tired of 2-handing the brake handle. So my solution was to shorten the handle 4" and add a boss to the top that would work the piston of the slave cylinder. I also shortened the actuator arm to get it to all fit and work like a stock e-brake, but this one REALLY grabs the brakes now!!

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