Porsche 914 is definitely what you would certainly call a strange auto. Developed jointly by Volkswagen and Porsche in the late ’60s, the 914 was to be the budget-friendly substitute for Porsche’s ever-more-expensive 912 cars. And to that impact it achieved success. It was light, it was nimble … it was very unusually styled. This set nevertheless, is a bit much more specific than the majority of. Rather than housing a spritely four-cylinder Volkswagen engine mid-ship, this 1975 Porsche 914 put away an entire V8. That creates two times as several cyndrical tubes and surely a lot more than double the power. Like the audio of that? The rowdy 914 just recently hot-rodded its way onto ebay.com. So which V8 engine uproots this vehicle’s original four-cylinder? To be anticipated, a perennial fave– a 350 cu. Chevrolet. While it won’t win over any hardline Porschephiles with its Detroit heart, the Porsche should be a winner on the track. According to the owner, the inflated four-bolt V8 sports light weight aluminum heads, a moderate camshaft, and it shotguns that power to a modified 914 hand-operated transmission.
Surprisingly, this 914 is claimed to borrow its front suspension from its 911 huge bro, to which it fits Koni shocks. In the back, an adjustable setup has actually been sourced in order to offer the 914 the crisp handling it was well-known for– not a simple task thinking about the huge V8 spending time in the middle. Nevertheless, it certainly looks the component of a street competitor. The Porsche surrenders bumpers at both ends, dons a wide-mouth cooling duct in the front, and grows some hostile fender flaring in the rear … required for hiding a set of 17-inch Fuchs wheels. In the cockpit, things look similarly racy. A set of bolstered pail seats sport G-Force competing harnesses, and a variety of Ultra-Lite gauges stare down both chauffeur and guest. It’s track-day spartan, but then again, you do not swap a V8 into a 914 to take place Sunday drives to the market. While hated by some, the Porsche 914 has seen a solid rebirth in recent times, though nowhere near that of the out-of-this-world classic 911 market. That said, with a 350 Chevy little block under the cover and 911 suspension under foot– this is one 914 you would not wish to line up next to at a traffic signal.
You can also take a motor from any year (70-76) Porsche 914-4 and bolt it in as lengthy as you use your old consumption, flywheel/clutch, exhaust and also sheetmetal, yet the oil filler and also dipstick will certainly be located in different ways. You can possibly utilize any kind of type IV electric motor from a VW type IV also, however I don’t have any kind of experience with them. The consumption systems are where the distinctions really start to add up. The initial dual carbohydrates that included your bus will certainly work, but will adversly influence the power of any kind of engine larger than the supply 1700. As well as if you want to switch over to FI from a late-model bus, along with needing ALL the FI pieces (don’t neglect the ecu, gas pump, relays, etc.), you’ll have to switch your gas tank so you have a return tube for the gas. John Anderson creates: Mainly Mike is ideal but I want to note some fascinating points as I have a 1700 situation and a pair 2.0 instances apart now.
All Kind IV instances aren’t fairly produced equal. This transcends the previous discussion regarding Vanagon instances having the noticeable breather box, dipstick tube opening, and also not so evident 10mm holder placing openings. There are a lot more distinctions. 3 primary bearing birthed, simply listed below an M8 stud, where the oil pick-up enters into the instance. This is a single wall on the 1700 situation, yet someplace along the line this comes to be a double wall creating a little resevoir pocket of oil on the suction, a resevoir to which the drilling from the pressure relief valve disposes. I would certainly guess for an EXTREMELY rapid loss of oil at the pickup, perhaps in high g cornering, the little pocket would offer some barrier, however it is an actual tiny volume. I really did not look but wonder if the size of the oil pick-ups transform a little as the new wall is onward of the old one. An additional distinction is twin oil stress safety valve.
This set I’m not specifically certain on. 1 lifters disappears in between 1700/1800/2000 situations or if it vanishes for hydraulic lifters. I do recognize that hydraulic lifter instances just have the one primary safety valve as well as a plug where the second one would be as well as obviously no boring for its return into the sump. Perhaps the lifters themselves work as alleviation at high temp/high rpm? This would certainly would make good sense– or maybe they require all the volume they can get. Additionally, the gas pump is not pierced on FI situations and also 914 situations feature the same dipstick boring as Vanagon situations, as possibly do 411/412 situations. Automotion offers must be used. One wonders about how much the little resevoir issues. VW installed it as an enhancement, but just how much of one is hard to say. The pick-up tube sizes (if various) can additionally be an issue. On a side note, I determined a number of solid lifter cameras at concerning.290 lift, the hydraulic at.250 lift.