While cleaning and inspecting our case, I noticed some blobs that I did not think were original. My worry was this was a ham-fisted repair by a previous owner (PO). Just to be sure, I contacted the machine shop that did the work on our engine. Ollies got back to me right away and indicated …
Cylinders were inspected by the machine shop. Found to be a bit rusted, but can be bored 1st oversize to 80.5mm. I can’t think of a good reason not to reuse them, given they appear original. Neither part found in the factory parts catalog for 1st oversize pistons (80.5mm) Mahle 901-103-038-50 or Schmidt 901-103-038-51 are …
Long story short, I was rebuilding our Zenith carbs for use on our 914-6. They are not correct, but what we found on the engine. In the process, I discovered they have a couple bent throttle plates and shafts. So I suspect that means the throttle shaft bushings are damaged and I would probably be …
Porsche 911T and 914-6 have a contraption called a Capacitor Discharge Ignition (CDI). It is an add-on box with an internal transformer to step up 12-volt battery voltage to 500 volts or more, storing that power in a capacitor that’s always ready whenever the distributor sends a trigger signal. In addition to a CDI still …
As we discovered previously, most Porsche components have numbers on them. Sometimes they are part numbers. Sometimes they are casting numbers. Sometimes they have both. Sometimes neither. What gets particularly confusing is that a given casting number could be worked into different part numbers with different applications. When shopping for a 914-6 fan housing it …
We found that a starter was still attached to the transaxle. So even though I had purchased a replacement and started rebuilding it, I decided to use the one that had been attached. I took it to O’Reilly who tested it for free. It tested good, and seemed in better shape than the replacement. That …
You might think knowing the part number would make buying a replacement part easy. This is not always the case, particularly when you are considering used parts. Case and point is the crankshaft pulley. The 914-6 engine is essentially from a 911. The air-cooled 911 have no less than 4 different pulley sizes, not counting AC …
We had some good fortune in finding some parts that we didn’t think we had. Chief among them was flapper boxes (aka heat control valve). The 914-6 original ones are a bit unique in that they have a hole in the cap not found in 914-4 or reproduction parts. Some bead blasting and powder coat …
On our second day of tear down, we got to the short block. Meaning access to block, crankshaft, rods, and pistons. No major surprises, which is great. The parts we’re finding appear to be authentic Porsche parts, except the pistons. If you’re going to remove your own case studs, the Snap-on stud pulling tool is …
A strong first day tearing down our 914-6 engine. After doing some basic organization of workspace, tools, and documentation, we got to work. Following the guidance in How to Rebuild and Modify Porsche 911 Engines 1965-1989 we were able to get down to the long block. Which means the camshafts and heads are still in …
