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bmtrnavsky |
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#41
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Member ![]() ![]() Group: Members Posts: 355 Joined: 20-October 07 From: Longview, TX Member No.: 8,245 Region Association: Southwest Region ![]() |
My 914 has been sidelined since 2012 for a number of reasons but was parked not running. Pulled it out of mothballs and hauled it over to the local vintage Porsche mechanic who said my impulse sender had no signal. He said he was unable to source parts for it and was unsure if replacing that part would get it back on the road his recommendation was to convert to Weber 40's. I'm not rich so I understand his hesitancy to open what could be a very expensive can of worms.
So here is where my questions start I'm just looking for a solid running reliable car that I can drive on trips and maybe autocross 2-3x per year. anyone have a source on the impulse senders? can they be rebuilt? Is the Carb it advice good? I have a basically stock 2.0 with hydraulic lifters and a very mild cam. Will I have to change my cam to convert it? what's the best carb? I have seen 34's 40's and 44's people seem to do all three are there pros and cons to each setup? Can I get this conversion done for around $1500 in parts and is it a achievable project for an average mechanic? I suck with electrical but I have plenty of tools and am not afraid to learn as I go. I have done head gaskets and other mid level projects before. |
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Superhawk996 |
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#42
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914 Guru ![]() ![]() ![]() ![]() ![]() Group: Members Posts: 6,019 Joined: 25-August 18 From: Woods of N. Idaho Member No.: 22,428 Region Association: Galt's Gulch ![]() ![]() |
Before I add more, let me say I'm in the camp of keeping FI if at all possible.
However, going to carbs is pretty darn simple let's not make it out to be rocket science. I figured it out as a 20 year old bone head. K-mart tools and timing light were about all I had back in those days. We put so many rules on folks (yes I know I do too . . ). The best 914 is one that is driven! My 1.7L carb conversion broke all the rules we know all know to be DAPO stuff in hindsight: Dual 40 IDF's that came with venturi's that were too large and poor out of the box jetting (IMG:style_emoticons/default/sad.gif) OEM FI cam (IMG:style_emoticons/default/confused24.gif) No phonelic manifold spacers. Later just stacked about two or three more gaskets. (IMG:style_emoticons/default/av-943.gif) I swapped to the 009 centrifugal advance distributor (it was all the rage in the 80's for VW's) with a translucent / clear red distributor cap (IMG:style_emoticons/default/biggrin.gif) Facet 3 psi fuel pump - noisy SOB Rubber lines in the tunnel (replaced plastic after the metal stubs) since the plastic lines had cracked (IMG:style_emoticons/default/hissyfit.gif) Round crossbar / stamped steel linkage (slippage galore (IMG:style_emoticons/default/screwy.gif) ). An aluminum Hex bar would have been a serious upgrade. (IMG:style_emoticons/default/smile.gif) Some sort of throttle cable holder made out a piece of 1/8" strap iron that I bent up and attached to the case via case bolt. (IMG:style_emoticons/default/sheeplove.gif) Uni-syn carb sync tool (cheapest out there (IMG:style_emoticons/default/stirthepot.gif) ) And those are just the dumb (IMG:style_emoticons/default/stromberg.gif) things I can remember not to mention all the hard lessons I learned along the way about jetting, cam choices, etc. But you know what . . . . it ran . . . it drove (IMG:style_emoticons/default/driving.gif) and i fell in love (IMG:style_emoticons/default/wub.gif) |
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